Context-based routing and access path selection

ABSTRACT

Systems and methods for determination of an access path are disclosed. The access path may include any drivable route that is within a site, and is often, but not necessarily, exclusive of roads in a road network external to the site. In some cases, access paths may include a set of streets between two or more sites without necessarily including a drivable path within a site. Further, the systems and methods may calculate or determine minimum cost routes that include the access path. In some cases, the calculated route may be the minimum cost route that includes the access path, but not necessarily a minimum cost route to a site. In other words, in some cases, the selection of an access path serves as a constraint that supersedes the calculation of a minimum cost route.

RELATED APPLICATIONS

This application is a continuation-in-part of U.S. application Ser. No.14/285,500, filed May 22, 2014 and titled “CONTEXT-BASED ROUTING ANDACCESS PATH SELECTION,” which is hereby incorporated by reference in itsentirety herein for all purposes. Further, any and all applications forwhich a foreign or domestic priority claim is identified in theApplication Data Sheet as filed with the present application are herebyincorporated by reference under 37 CFR 1.57.

BACKGROUND

Route selection or optimization has applications in vehicle routing,printed wire circuit layout, chip design and layout, and biologicalactivities. Trucking and other vehicle fleets, for instance, selectvehicle routes to deliver goods to various destinations. Similarly,transportation companies route vehicles to pick up and drop offpassengers. In addition to land-based vehicles, route selection can alsobe used for ship, airplane, and rail transport route scheduling.

A typical route selection problem is to reduce or minimize the distancetraveled or time spent traveling. Route selection problems mightconsider such factors as a number of turns in a given route, a number ofintersections, speed limits, bridge crossings, and the like. Algorithmsmodeled using concepts from graph theory are often used to selectroutes.

SUMMARY

For purposes of summarizing the disclosure, certain aspects, advantagesand novel features of the inventions have been described herein. It isto be understood that not necessarily all such advantages can beachieved in accordance with any particular embodiment of the inventionsdisclosed herein. Thus, the inventions disclosed herein can be embodiedor carried out in a manner that achieves or optimizes one advantage orgroup of advantages as taught herein without necessarily achieving otheradvantages as can be taught or suggested herein.

In certain embodiments, a system for calculating routes for a vehicle ina vehicle fleet is disclosed. The system can include a site detailsrepository configured to store site details information for a site. Thesite details information may include information regarding sitelocations within the site. The site locations may be other than anaddress or geocoded address of the site. Further, the system can includea routing module configured to generate a route for a vehicle of a fleetof vehicles from a starting location to a first site location of thesite locations within the site. The routing module may be operable to atleast identify a starting location for the route and receive adestination location for the route. The destination location may includean identification of the site. In addition, the routing module maydetermine an access path. The access path can include a portion of adrivable route between the starting location and the destinationlocation. Moreover, the routing module can calculate the route over aplurality of links on the road network from the starting location to thedestination location. The route may include the access path regardlessof whether the access path represents a lowest-cost solution for theroute to the destination location.

In some implementations, the access path is determined automaticallybased at least in part on context information relating to one or more ofthe vehicle, cargo carried by the vehicle, and a driver. Further, theaccess path may be determined by selection of the access path by a user.In some cases, the access path further comprises a drivable route withinthe site. Moreover, the access path further may include a set of linksin the road network between a gate of the site and a location betweenthe starting location and the destination location. This gate may be oneof an entrance to the site, an exit to the site, and a bidirectionalentrance and exit to the site. In some cases, the access path begins ata gate of the site.

In certain embodiments, multiple access paths exist between a gate ofthe site and at least one site location within the site. Further,multiple access paths may exist to or from at least one site locationwith the site. In addition, multiple access paths may exist to a gate ofthe site. In certain implementations, the lowest-cost solution includesa path configured to satisfy at least one of the following set ofcriteria: shortest route, fastest route, maximize use of highways,minimize use of highways, minimize toll roads, and maximize use ofbonded roads.

Some embodiments here include a system for calculating routes for avehicle in a vehicle fleet. The system may include a site detailsrepository configured to store site details information for a site. Thesite details information can include information regarding sitelocations within the site, which may be other than an address orgeocoded address of the site. The system may also include a routingmodule configured to generate a route of a vehicle of a fleet ofvehicles from a starting location to a first site location of the sitelocations within the site. In some embodiments, the routing module isoperable to at least receive an identity of a destination site from aset of sites. The destination site may be the site. The routing modulemay further be operable to access site details information for thedestination site from the site details repository. In addition, therouting module may access routing criteria for routing the vehicle. Therouting criteria can include context information relating to selectingan access path, which may include a drivable route from a road networkto one of the site locations within the destination site. Further, therouting module may select a site location of the destination site basedat least in part on the routing criteria and the site detailsinformation associated with the destination site. In addition, therouting module can select the access path to the site location based atleast in part on the routing criteria and the site details information.

In certain embodiments, the routing module is further operable to selecta gate of the destination site based at least in part on the routingcriteria and the site details information. Further, the access path mayinclude a drivable path between the gate and the site location. Theaccess path may further include a set of links in the road networkbetween the gate and a location between the starting location and thegate.

For some implementations, the routing module is further operable tocalculate the route over a plurality of links on the road network fromthe starting location to the destination location. The route may includethe access path regardless of whether the access path represents alowest-cost solution for the route to the destination location.Moreover, the routing module can calculate the route based at least inpart on the routing criteria. The routing criteria may further includeselection of a cost criteria used in determining the lowest-costsolution for the route.

In some cases, the site location can include at least one of: a buildingat the destination site, a loading dock of the building, a refrigeratedloading dock of the building, a particular side of the building, a trashlocation collection at the destination site, a parking location at thedestination site, a delivery entrance of the building, a customerentrance of the building, a long-term parking location at thedestination site, an overnight parking location at the destination site,a gate, an inner gate within the site, a security station, and auser-specified location at the destination site. In addition, thecontext information can include at least one of: preferences of thedriver, a number of hours the driver has worked, a number of hours thedriver is permitted to work over a period of time, a type of thevehicle, an owner of the vehicle, an entity associated with the vehiclefleet, characteristics of cargo carried by the vehicle, characteristicsof a job to be performed by the driver, characteristics of the vehicle,a weight of the vehicle, a size of the vehicle, live trafficinformation, historical traffic information, current weather, andexpected weather. Furthermore, the routing criteria may further includea time of day, an agreement with a governmental entity with jurisdictionover the destination site, and an agreement between en entity that ownsthe destination site and an entity that owns the vehicle fleet. In somecases, the context information is accessed from a number of sensorsincluded in the vehicle. Moreover, the road network can include aplurality of links between the set of sites and excludes drivable routeswithin the set of sites.

Certain embodiments of the present disclosure present a system forcalculating routes for a vehicle in a vehicle fleet. The system mayinclude a site details repository configured to store site detailsinformation for a site. The site details information may includeinformation regarding site locations within the site. This informationmay be other than an address or geocoded address of the site. Inaddition, the system can include a routing module configured to receivean identity of the site and to access the site details repository toidentify site locations within the site. Further, the routing module maybe configured to receive telematics information for a number of vehiclesaccessing the site over a period of time. The telematics information foreach vehicle can be obtained from a number of sensors included in thevehicle. In addition, the routing module can determine an access pathbased on the telematics information and store the access path at thesite details repository for use in routing vehicles to the site.

In some embodiments, the routing module is further configured tocalculate a route from a location of a vehicle to a start of the accesspath. Further, the number of vehicles may share a particularcharacteristic. In addition, the routing module may be furtherconfigured to update an existing access path stored at the site detailsrepository based on the access path. Moreover, the routing module may befurther configured to determine a feature of the site based on contextinformation of at least a subset of the number of vehicles. In somecases, determining the access path comprises determining a path traveledat the site by a threshold number of the number of vehicles.

Certain embodiments herein disclose a method of calculating a route fora vehicle in a vehicle fleet. The method may be performed under controlof a hardware processor programmed with specific computer-executableinstructions. Further, the method may include providing a user interfacefor presentation to a user. The user interface may include functionalityfor specifying characteristics of a route to be traveled from a startinglocation to a destination location. In addition, the method may includereceiving an identification of a user-specified portion of the routefrom the user interface. Moreover, the method can include calculating aremainder of the route over a plurality of road links on a road networkfrom the starting location to the destination location. The route mayinclude the remainder of the route and the user-specified portion of theroute regardless of whether the user-specified portion of the routerepresents a lowest-cost solution for the route to the destinationlocation.

In some embodiments, the user-specified portion of the route includes anindication of one or more areas in the road network to avoid. Further,the one or more areas in the road network to avoid can include one ormore of the following: one or more road links, a city, or a subset of acity. In some cases, receiving the identification of the user-specifiedportion of the route may include receiving a set of road links specifiedby the user. Further, the user-specified portion of the route caninclude an access path to a sub-location within a site at thedestination location. The sub-location may be other than an address orgeocoded address of the site.

BRIEF DESCRIPTION OF THE DRAWINGS

The features of various embodiments disclosed herein are described belowwith reference to the drawings. Throughout the drawings, referencenumbers are re-used to indicate correspondence between referencedelements. The drawings are provided to illustrate embodiments describedherein and not to limit the scope thereof.

FIG. 1 illustrates an embodiment of a vehicle management system.

FIG. 2 illustrates an embodiment of a routing module usable with thesystem of FIG. 1.

FIG. 3 presents a flowchart for an embodiment of a designated accesspath routing process.

FIGS. 4A-4B illustrate embodiments of graphs used by a routing engine todetermine a route that includes an access path.

FIGS. 5A-5B illustrate examples of sites with defined access paths.

FIG. 6 illustrates a context-based access path selection process.

FIG. 7 illustrates a crowd-source based access path generation process.

FIGS. 8A-8F illustrate an example of sharing fleet-specific site detailinformation.

FIGS. 9A-9G illustrate an example of creating access paths for a site.

FIGS. 10A-10J illustrate a second example of creating access paths for asite.

DETAILED DESCRIPTION Introduction

Typically, routing algorithms are designed to minimize cost. This costis often time or distance-based. However, a routing algorithm thatminimizes cost often neglects other routing factors that may beimportant to a user or driver. For example, a site may have multiplegates (e.g., points of entry or exit to a site) and a routing algorithmthat minimizes cost may lead to a particular gate. However, another gatelocated on the opposite side of the site may be more convenient for aparticular vehicle because, for example, the gate may be larger or maybe closer to the driver's ultimate destination at the site (e.g., aloading dock, a particular building, etc.). Thus, although a user maywant to travel a route that minimizes cost, the user may also desirethat the route leads to a particular gate. Further, the user may desirethat the route includes a particular path within the site. Pre-existingrouting systems do not provide this functionality because, for example,many pre-existing routing systems do not provide the ability to specifyparticular gates, site locations within the site, or portions of a routewhile calculating the remaining portions of the route.

Advantageously, this disclosure describes embodiments where a user mayspecify an access path within a site. The access path may include anydrivable route that is within the site. Typically, these drivable routesare over paths and/or streets that are often excluded from a roadnetwork, such as the road networks that are often used by mapping and/ornavigation systems. Further, in some cases, the access path may includeportions of the road network that are external to the site. For example,the access path may include roads leading to or from a gate at a site.In some cases, access paths may include a set of streets between two ormore sites without necessarily including a drivable path within a site.Further, embodiments disclosed herein may calculate or determine minimumcost routes that include an access path. In some cases, the calculatedroute may be the minimum cost route that includes the access path, butnot necessarily a minimum cost route to a site. In other words, in somecases, the selection of an access path serves as a constraint thatsupersedes the calculation of a minimum cost route.

In some embodiments disclosed herein, an access path may be selected ordefined based on context information associated with a vehicle, itscargo, or a driver. Further, in some embodiments disclosed herein candetermine an access path by monitoring routes taken by a set ofvehicles. For example, if a particular percentage of vehicles withparticular attributes (e.g., size, cargo, etc.) drive a particular pathwithin a site or a particular path to a site for a portion of a route,and access path may be defined based on the particular path at theparticular percentage of vehicles drive.

As used herein, the term “site” may refer to any location that a usermay access via a vehicle. Often, the site will be associated with ageocoded tag or address. In many cases, the site may have a number ofaccessible features or destinations of interest, or site locations.Although some large sites may have site locations that are separatelygeocoded or can separately be referenced by a navigation system,oftentimes site locations are not separately identifiable.Advantageously, the embodiments disclosed herein enable sitedestinations to be separately identifiable and enable the drivable pathto be defined between the site destinations and a road network. Somenon-limiting examples of site destinations within a site can include: aparticular store or office, particular garage or loading dock,particular parking location or garage, a particular entrance, a utilitylocation (e.g., location of telephone or gas lines), a trash dumpsterlocation, and the like. In some cases, the site may be referred to as ayard. Further, each site may have one or more gates, which may be gatedor non-gated entrances or exits to the site. Further, gates may alsoinclude interior gates that may serve as entrances or exits to sitedestinations within the site.

To simplify discussion, much of the disclosure herein describes accesspaths that are drivable routes from a gate that allows entrance into asite to a site location within the site. However, as indicated above,the access paths are not limited as such and much of the disclosureherein may be applied to other types of access paths including, forexample, drivable routes from a site location to a gate that allowsexiting the site, access paths that include roads external to the siteas well as drivable routes within the site, access paths that includeroads external to the site, but that exclude roads were drivable pathswithin a site, and access paths that include complete end-to-end routesfrom a site location within one site to a site location within anothersite including the roads in between the sites. Further, the drivablepaths within the site may also be referred to as off street segments incontrast to the on street segments, which include roads on a roadnetwork between sites.

The features described herein may also be implemented for non-fleetvehicles, such as in personal vehicle navigation systems. However, forease of illustration, the remainder of this disclosure will describerouting systems in the context of vehicle fleets, such as fleets ofservice vehicles, trucks, taxis, other transportation vehicles,emergency vehicles, and the like.

Vehicle Management System Overview

FIG. 1 illustrates an embodiment of a computing environment 100 forimplementing an example vehicle management system 150. Among otherfeatures, the vehicle management system 150 can determine custom streetclassifications for streets of a network of streets, or a road network,and perform vehicle routing on the network of streets using the customclassifications. Further, the vehicle management system 150 may selectaccess paths at a site that can serve as a constraint on selecting aroute. In some cases, the vehicle management system 150 mayautomatically select the access paths based, for example, on contextinformation associated with a vehicle. In other cases, a user mayspecify an access path.

In the computing environment 100, one or more in-vehicle devices 105A .. . 105N (which may collectively be referred to as “in-vehicle devices105”) and management devices 135 communicate with the vehicle managementsystem 150 over a network 145. The in-vehicle devices 105 can includecomputing devices and sensors installed in fleet vehicles. These devices105 can include navigation functionality, routing functionality, and thelike. The in-vehicle devices 105 can receive route information and otherinformation from the vehicle management system 150. In addition, thein-vehicle devices 105 can report information to the vehicle managementsystem 150, such as driver location, vehicle sensor data, vehicle status(e.g., maintenance, tire pressure, or the like), vehicle type, cargo,vehicle direction, and so forth.

The management devices 135 can be computing devices used by dispatchers,fleet managers, administrators, or other users to manage differentaspects of the vehicle management system 150. For example, a user of amanagement device 135 can access the vehicle management system 150 togenerate routes, dispatch vehicles and drivers, define access paths,select access paths, update site details information for a site, andperform other individual vehicle or fleet management functions. With themanagement devices 135, users can access and monitor vehicle informationobtained from one or more of the in-vehicle devices 105 by the vehiclemanagement system 150. Such vehicle status information can include dataon vehicle routes used, stops, speed, vehicle feature usage (such aspower takeoff device usage), driver behavior and performance, vehicleemissions, vehicle maintenance, energy usage, and the like. In someembodiments, the management devices 135 are in fixed locations, such asat a dispatch center. The management devices 135 can also be used byadministrators in the field, and may include mobile devices, laptops,tablets, smartphones, personal digital assistants (PDAs), desktops, orthe like.

The vehicle management system 150 can be implemented by one or morephysical computing devices, such as servers. These servers can bephysically co-located or can be geographically separate, for example, indifferent data centers. In one embodiment, the vehicle management system150 is implemented as a cloud, or network-based, computing application.For instance, the vehicle management system 150 can be acloud-implemented platform hosted in one or more virtual servers and/orphysical servers accessible to users over the Internet or other network145. In the depicted embodiment, the vehicle management system 150includes a routing module 110, a mapping module 115, a workforcemanagement module 120, an integration module 130, a dispatch module 140,and a fleet management module 125. These components can, but need not,be integrated together on a common software or hardware platform.

The fleet management module 125 can include functionality forgenerating, rendering, or otherwise displaying a vehicle management userinterface. The vehicle management user interface can include a map orlist of vehicles that depicts symbols or other data representative ofvehicles.

As used herein, the terms “output a user interface for presentation to auser,” “presenting a user interface to a user,” and the like, inaddition to having their ordinary meaning, can also mean (among otherthings) transmitting user interface information over a network, suchthat a user device can actually display the user interface.

The fleet management module 125 can communicate with the mapping module115 to obtain mapping data, which the fleet management module 125 caninclude in the vehicle management user interface. The mapping data canbe compressed, transmitted, re-rendered, and displayed on the managementuser interface. Other data can also be overlaid to enhance the map andmanagement layout. The mapping module 115 can be a geographicinformation system (GIS) in one embodiment. The fleet management module125 can also access vehicle status data based on telematics dataobtained from the in-vehicle devices 105. The telematics data caninclude such data as location or speed information obtained using GPS orcellular tower triangulation (or other methods), vehicle sensor data,solid state inertial information, or any other data that can be obtainedfrom a vehicle, its engine, or the like (including other sensors such aspassenger seat sensors to detect the presence of passengers and soforth).

The routing module 110 can implement any of the routing featuresdescribed above. In addition, the routing module 110 can constructpre-dispatch or post-dispatch routes for vehicles based on any of avariety of routing algorithms, such as those disclosed in U.S.Publication No. 2010/0153005, filed Dec. 8, 2009, and entitled “Systemand Method for Efficient Routing on a Network in the Presence ofMultiple-Edge Restrictions and Other Constraints,” the disclosure ofwhich is hereby incorporated by reference in its entirety. The routingmodule 110 can automatically select routes that take into accountfactors that affect energy usage using the techniques described in U.S.Publication No. 2011/0238457, filed Nov. 24, 2010, and entitled “VehicleRoute Selection Based on Energy Usage,” the disclosure of which ishereby incorporated by reference in its entirety.

In some embodiments, the routing module 110 may resolve discrepanciesbetween an access path and a road network. Typically, the routing module110 determines the location of roads within a road network based onmapping data provided to the routing module 110. The mapping data may,in some cases, vary over time. For example, a provider of the mappingdata may slightly modify the mapping data based on technical decisionsby the provider. As another example, the road network, in this mappingdata, may change over time due to construction, such as lane expansion.Thus, discrepancies may build up over time between alignment of accesspaths and road networks external to sites. Advantageously, in certainembodiments, the routing module 110 may use one or more algorithms torealign the access paths with the road networks. Further, in some cases,the realignment algorithms can be used to realign the virtual nodes ofan overlay network (which is described in more detail with respect toFIGS. 4A and 4B) with the nodes representing the roads in the roadnetwork. Some examples of algorithms that may be used to realign theaccess path road network include fitted history algorithms, which aredescribed in more detail with respect to U.S. Publication No.2012/0226391, filed Mar. 2, 2012, and entitled “Vehicle RouteCalculation,” the disclosure of which is hereby Incorporated byreference in its entirety.

In some embodiments, the road networks and/or the data available for theroad networks may change over time due, for example, to more accuratesurveying, the building of new roads, the re-routing of roads, thedestruction or removal of a road, and the like. When a road network ismodified, the routing module 110 may adjust a route to an access path.Further, in some cases, the routing module 110 may modify a selection ofan access path. For instance, suppose that a new road is created thatresults in a faster route, but which includes the use of an unprotectedturn across oncoming traffic to enter an ingress of a site location forusing a particular access path. In some such cases, a different accesspath may be selected that enables the use of the faster route whileavoiding the unprotected turn to enter the site location.

In certain implementations, one or more access paths may be modified dueto changes in the roads or drivable paths of the site location. Forexample, if the layout of the parking lot is modified, one or moreaccess paths may be updated. In some cases, the determination of themodified access paths may be determined by monitoring the change invehicle movement over a period of time. In some cases, the addition orremoval of roads within the site location, or yard, may result in achange in the access paths.

The integration module 130 can facilitate integration of the vehiclemanagement system 150 with other systems, such as fuel card systems,payroll systems, supply chain system, insurance systems, and the like.The dispatch module 140 can provide functionality for users of themanagement devices 135 to assign drivers and vehicles to routes selectedby the routing module 110. The workforce management module 120 canprovide functionality for users of the management devices 135 toschedule drivers and to monitor drivers working hours and driving hours.Advantageously, in certain embodiments, the workforce management module120 may be used in conjunction with the dispatch module 140 and therouting module 110 to ensure that drivers comply with regulationsrelating to the number of hours fleet drivers are permitted to drive ina day, week, or other period of time.

The illustrated network 145 may be a LAN, a WAN, the Internet,combinations of the same, or the like. For ease of illustration, thevehicle management system 150 has been depicted as a centralized system.However, in other implementations, at least some of the functionality ofthe vehicle management system 150 is implemented in other devices. Otherpossible implementations of the vehicle management system 150 caninclude many more or fewer components than those shown in FIG. 1.

The vehicle management system 150 may also include a number ofrepositories. For example, the vehicle management system 150 may includea site details repository 142, a fleet data repository 144, and athird-party repository 146. The site details repository 142 may storeany type of site information associated with a site. For example, thesite information may include an identity of gates, an identity of sitelocations within the site, hours of access, the identity of specificroads and a road network that should be used or excluded from use byvehicles of a vehicle fleet servicing the site, whether drivers havepermission to park their vehicles overnight at the site, etc. further,in some cases, the site information may include a map of the site.

The fleet data repository 144 may include any type of site informationthat is collected by particular vehicle fleet, or its users. In somecases, the fleet data repository 144 may include a copy of at least someof the information stored at the site details repository 142 that isaccessible by users (e.g., drivers or dispatch operators) of theparticular vehicle fleet. Advantageously, in certain embodiments, byincluding a separate fleet data repository 144 that can be associatedwith a vehicle fleet, users can annotate site information. For example,users can define access paths and decide whether or not to share thedefined access paths with other vehicle fleets.

The third-party repository 146 can include any information that can beobtained from third-party sources that may relate to the site. Forexample, the third-party repository 146 may include property taxinformation that enables the vehicle management system 152 identify theproperty boundaries of a site. As another example, the third-partyrepository 146 may include weather information, traffic information, orlocal town ordinance information that may be used to facilitategenerating a route to a site or determining an access path.

Although the site details repository 142, the fleet data repository 144,and the third-party repository 146 are illustrated as being part of thevehicle management system 150, in some embodiments one or more of therepositories may be separate systems, which may or may not be affiliatedwith separate entities. In some embodiments, different entities may beassociated with or in control of separate vehicle management systems150. Each of these entities or vehicle management systems 150 may haveaccess to a single shared site details repository 142 that isimplemented in a system is separate from the vehicle management systems150. Similarly, one or more of the fleet data repository 144 and thethird-party repository 146 may be shared among vehicle managementsystems 150. Alternatively, one or more of the vehicle managementsystems 150 may have its own fleet data repository 144 and/orthird-party repository 146.

Routing Module Embodiments

Turning to FIG. 2, an embodiment of a routing module 200 is shown. Therouting module 200 is a more detailed embodiment of the routing module110 described above and includes all the features thereof. The routingmodule 200 can classify streets of a network of streets in a geographicregion and use the street classifications to efficiently calculateroutes for fleet vehicles on the network of streets. The managementdevices 135 and in-vehicle devices 105 of FIG. 1 are also showncommunicating with the routing module 200 over the network 145.

In the depicted embodiment, the routing module 200 includes a streetclassification module 205, waypoints module 210, a vehiclecharacteristics module 215, a vehicle location module 220, a routecalculation module 225, a calculated route output module 230, and acommunication module 235. The routing module 200 can also include one ormore parameter databases or data repositories 240 for storage ofinformation regarding various road parameters, such as, but not limitedto, speed limits, one-way vs. two-way information, traffic signal andtraffic sign information (e.g., estimated wait times for different timesof the day), road hazard or closure information, constructioninformation, and traffic information (e.g., congestions, detours andaccident), and the like.

The waypoints module 210 can access waypoint data useful forconstructing a route. The waypoint data can include a starting location,a target or destination location, intermediate waypoint locations,landmarks, and the like. The starting and ending location as well aspossibly other waypoints can be input by a user of a management device135. At least some of the waypoints data can also be provided to thewaypoints module 210 from the mapping module 115 described above.

The vehicle characteristics module 215 can store vehicle characteristicsregarding vehicles in a fleet. These characteristics can be input by auser, for instance. The vehicle characteristics can include, but are notlimited to, vehicle energy type based on energy consumption (e.g.,gasoline-powered, electric, hybrid, or alternative fuel), vehicle class(e.g., passenger vehicle, commercial truck or trailer, bus), vehicledimensions, vehicle weight (e.g., unloaded or loaded, estimated oractual), vehicle capacity, vehicle energy functions (e.g., energyregeneration capabilities, limitations on range), maintenance history,and the like.

The vehicle location module 220 can determine location information foreach vehicle in the fleet. In one embodiment, this location informationis multi-dimensional, such as three-dimensional. For example, thelocation information can include a latitude component, a longitudecomponent, and an elevation component. The location information can bemanually input by a user or can be automatically determined from GlobalPositioning System (GPS) functionality of the in-vehicle devices 105 orwithin a mobile device (e.g., a phone) carried by an operator of thevehicle.

The route calculation module 225 can determine one or more alternativefeasible, or candidate, routes from a starting waypoint to a destinationwaypoint. The feasible routes can be determined using one or moreinitial searching algorithms based on one or more initial criteria,factors or variables (e.g., distance and/or estimated transit time) totrim down the search space to exclude unreasonable routes. The feasibleroutes can be determined based on input received from the waypointsmodule 210, the vehicle characteristics module 215, the vehicle locationmodule 220, and/or the parameter database 240. In some embodiments, theroute calculation module 225 determines custom routes between waypointlocations based on custom data. The custom routes can, in turn, be usedby the street classification module 205 to classify streets of thecustom routes for use in efficiently determining how to route fleetvehicles.

The route selection determination methods will be described in moredetail below; however, any number of search algorithms or methods can beused without departing from the spirit and/or scope of the disclosure,including but not limited to, breadth-first algorithms, depth-firstalgorithms, best-first algorithms, Djikstra's algorithm, the Hungarian(Munkres) algorithm, the A* algorithm, Traveling Salesman-relatedalgorithms, linear programming algorithms, and combinations ormodifications of the same. Moreover, any number of data structures canbe used to implement the algorithms (e.g., graphs, trees, heaps, stacks,queues, priority queues, combinations of the same, and/or the like). Oneexample search algorithm used to generate feasible routes or optimalroutes based on a cost function is described in U.S. Patent ApplicationPublication No. 2010/0153005, filed on Dec. 8, 2009, the disclosure ofwhich is hereby incorporated by reference in its entirety.

The street classification module 205 can determine streetclassifications at least in part based on custom routes calculated bythe route calculation module 225. The street classification module 205can receive custom routes calculated by the route calculation module 225and analyze the custom routes to determine custom classifications, suchas a score indicative of a hierarchical ranking, degree of importance,or suitability of streets for routing fleet vehicles. In someembodiments, the classification can be further based on spatial ortopological relationships to other streets for routing, in addition tothe class of the streets based on a street's federal or state highwaystatus and the like, number of lanes, or other attributes of streets.The street classification module 205 can store the classifications inthe parameter database 240 or outside the routing module 200 via storageconnected to the network 145.

In addition, the route calculation module 225 can access and receivestreet classifications from the street classification module 205, theparameter database 240, or other storage connected to the network 145.The accessed and received street classifications can depend on acharacteristic of a routing request (e.g., the fleet vehicle type to berouted, service level selected by the requestor, customer identificationcode, etc.) for a particular fleet of vehicles.

The route calculation module 225 can further use the streetclassifications to limit streets of the network that are considered forrouting fleet vehicles. For instance, streets having a higherclassification score indicative of a higher hierarchical ranking can beconsidered for longer distances or routes. On the other hand, streetshaving a classification score indicative of a lower hierarchical rankingcan be considered for short distances or routes. In other embodiments,the route calculation module 225 can instead use the streetclassifications to weight the consideration of streets, determine degreeof importance of streets, or predict function or uses of streets, amongother possibilities.

The routing module 200 can further include an access path selectionmodule 250 for selecting an access path between site locations at asite. In some embodiments, the access path selection module 250 canautomatically determine an access path based on context informationassociated with a vehicle or its driver. In other embodiments, a usermay select an access path using the access path selection module 250. Incertain embodiments, the user may select the access path from a set ofaccess path options presented to the user. In other cases, the user maydefine the access path using the waypoints module 210 to selectwaypoints within a site. In some embodiments, the access path selectionmodule 250 may be used to specify a portion of a route between sites.

In certain embodiments, the route calculation module 225 may generate aroute between sites (e.g., a location of a vehicle and a destinationlocation) based partly on the selection of one or more access paths by auser or by the access path selection module 250. Often, a routecalculation module 225 will generate a route based on routing criteria,user-supplied or otherwise, such as shortest time, or maximize highways.In certain embodiments, the selection of an access path may override, atleast in part, the routing criteria. In other words, in some cases, theaccess path may serve as a constraint in selecting a route that takespriority over a constraint introduced by the routing criteria.

In some embodiments, the access path selection module 250 is included aspart of the route calculation module 225. Advantageously, whengenerating a route, the route calculation module 225 may determine theoptimal access path to select based, for example, on context informationassociated with a vehicle or its cargo. Further, the route calculationmodule 225 may determine an access path to select based on another siteto be visited by the driver. For example, the route calculation module225 may select an access path from a site location to an egress point ofthe site based on the next site to be visited. Further, in some cases,the route calculation module 225 may select an order of sites to visitbased on a cost minimization function, and may select the access pathsto include in a route based on the selected ordering of the sites tovisit.

In some embodiments, the access path selection module 250 may select aset of eligible access paths based on the driver. For example, accesspaths may be selected based on the driver's ability to navigate around atight space. As another example, and access path may be selected basedon whether the driver is authorized to sleep overnight at the site.Further, the access path selection module 250 may select an access pathfrom the set of eligible access paths for the driver based on theadditional sites the driver scheduled to visit in the order of visitingthe sites.

In some cases, access paths are nonoverlapping. However, in other cases,access paths may at least partially overlap. For example, a first accesspath from a site entrance to a loading dock may follow one drivableroute and a second access path leading from the loading dock to a siteexit may overlap at least partially with the first access path beforeveering off to another gate to exit the site. Further, in some cases,although access paths for a user (e.g., an entity associated with afirst vehicle fleet) may or may not overlap, access paths for differentusers (e.g., entities associated with different vehicle fleets) mayoverlap at least in part. Moreover, in some cases, access paths that areoriginally identified as separate access paths may be joined to form asingle access path.

The calculated route output module 230 can output the one or more routesidentified by the route calculation module 225. The routes can be outputto a vehicle-based display unit, a handheld mobile device, and/or to aremote location over the network 145 (e.g., the client computing device135, the dispatch center 140). In some embodiments, the calculated routeoutput module 230 can output feedback to a driver (e.g., directions,instructions, warnings, alerts, alarms). For example, the calculatedroute output module 230 can output a real-time suggested driving routemodification based on traffic or weather conditions. The output feedbackcan include voice commands, audible alerts, and/or on-screen text orgraphics. The feedback can advantageously change driver behavior toimprove energy efficiency and reduce energy use. In some embodiments,the calculated route output module 230 is in communication with, andcontrols operation of, a display device and/or one or more audiodevices.

In some embodiments, the calculated route output module 230 generatesaudible instructions or signals, thereby permitting a user of anin-vehicle device 105 to follow a route to a destination. Such signalsmay include, for example, beeps or tones that are generated when adriver approaches a pertinent intersection, or may include verbaldirections, such as “turn left ahead.” In some embodiments, the verbaldirections are in a language the user understands, such as English orFrench, and the language can be changed by the user of the system basedon their personal preferences. Further, in certain embodiments, thevoice used to express the verbal directions can be changed withoutchanging the language of the verbal directions.

In some embodiments, the calculated route output module 230 is includedat the vehicle. For example, the calculated route output module 230 maybe one of the in-vehicle devices 105. In such cases, the routecalculation module 225 may provide the calculated route to thecalculated route output module 230 over the network 145. Alternatively,the calculated route output module 230 may work in conjunction with oneor more in-vehicle devices 105.

The communication module 235 can facilitate communication by and withthe routing module 200 over the network 145. In some embodiments, thecommunication module 235 receives data from the network 145 andtransmits data to the management device 135 and to the in-vehicledevices 105. The communication module 235 can provide the routecalculation module 225 with access to network resources or informationdatabases, such as traffic and weather web sites, over the network 145.

The communication module 235 may include a directions generation module260 is configured to generate directions that may be provided to a user(e.g., a driver) or provide information that may be used by anin-vehicle device 105 to provide directions to the user. Advantageously,in certain embodiments, the directions generation module 260 canformulate directions for an access path that includes off street paths,such as often found in a site. For instance, the directions generationmodule 260 may formulate directions that instruct a user to turn at aconcrete island, such as is often found within a parking lot. As anotherexample, the directions generation module 260 may formulate directionsinstruct a user to turn at a tree, turn into a driveway, turn onto anunnamed street, drive around the side of a building, etc.

in some embodiments, a user that is annotating a site map or isproviding site details information may also provide directions that maybe utilized by the directions generation module 260 when a particularaccess path is selected. For example, when an access path turns left infront of a building and then continues to drive around a buildingtowards a dumpster location, a user may supply text or audioconstructing a driver to turn left in front of the building and tocontinue driving around the building until reaching a dumpster which maybe behind the building across from a loading dock near the second Oaktree, but before the olive tree for example. Thus, when a route isprovided to a driver that includes the access path to the dumpster, theaudio and/or visual information created by the user may be provided tothe driver.

In some cases, the directions generation module 260 may generatedirections in different languages based on, for example, the driver orthe site location (e.g., the country, state, or region where the site islocated). Further, in some cases, directions generation module 260 maytranslate directions provided by a user before providing the directionsto a driver based on the driver or the site location.

The parameter database 240 can include one or more storage databases orother data repositories. In addition to storing the various roadparameters described above, the parameter database can store any datathat may be used to determine the costs of routes or portions of routes(e.g., legs). The parameter database 240 can be in communication withthe route calculation module 225 and any of the other sub-modules of therouting module 200, such as the street classification module 205. Insome embodiments, the parameter database 240 can be communicativelycoupled to the network 145. As one example, the parameter database 240can include look-up tables of information related to streetclassification data sets comprising street classifications. The look-upinformation can take characteristics of routing requests as inputs andenable look-ups of corresponding street classification data for use inrouting calculations, for example. As another example, the parameterdatabase 240 can store custom data as discussed in this disclosure foruse in classifying streets.

In other embodiments, the parameter database(s) 240 or other datarepositories can reside on the client computing device 135, at thedispatch center 140, within a vehicle 105, or at other remote locationscommunicatively coupled to the network 145.

Example Designated Access Path Routing Process

FIG. 3 presents a flowchart for an embodiment of a designated accesspath routing process 300. The process 300 can be implemented by anysystem that can receive a selection of an access path at a site and cancalculate a route to the site taking into account the selected accesspath. For example, the process 300, in whole or in part, can beimplemented by a routing module 200, an access path selection module250, or a route calculation module 225, to name a few. Although anynumber of systems, in whole or in part, can implement the process 300,to simplify the discussion, portions of the process 300 will bedescribed with reference to particular systems.

The process 300 begins at block 302 where, for example, the routingmodule 200 receives a selection of a site from a user. The site is notlimited in type, but generally includes a destination that can bereached by a vehicle, such as a truck in a vehicle fleet. Similarly, theuser is not limited and may include a driver or a fleet dispatchemployee, among others. The block 302 may include receiving an address,a set of coordinates, or any other type of identifier for identifying asite. Further, the user may select the site via a user interface that ispresented by vehicle management system 150, a management device 135, oran in-vehicle device 105.

The user interface may also present a site map for the site to the userat block 304. Alternatively, or in addition, the block 304 may includepresenting site details information associated with the site selected atthe block 302. The site map and the site details information may beaccessed from a site details repository 142, a fleet data repository144, or a third-party repository 146.

At block 306, the access path selection module 250 receives a selectionof an access path to a site location within the site. The access pathmay be selected based on the site map or site details informationpresented at the block 304. Further, the block 306 may include receivinga selection of an existing or previously defined access path.Alternatively, or in addition, the block 306 may include receiving aselection of a series of navigable points or intersections of a roadnetwork within the site to select an access path or to define a newaccess path. Moreover, defining the new access path may includeselecting one or more gates at the site. These gates may be ingress oregress points between the site and a road network external to the site.In addition, gates may include ingress or egress points betweendifferent site locations within the site. For example, a gate may be anaccess point between a restricted area of a site and a public area of asite. In some cases, a gate may serve as both an ingress and egresspoint supporting bidirectional traffic, while in other cases a gate maybe designated for unidirectional traffic.

At block 308, the vehicle location module 220 may determine a locationof a vehicle associated with the user. In some cases, the location maybe known and provided by the user. In other cases, the location may bedetermined from telematics information received from an in-vehicledevice 105. In some cases, the vehicle may be the user's vehicle, and inother cases, the vehicle may be assigned to a different driver or user.

At block 310, the route calculation module 225 calculates a route over aplurality of links on a road network between the location of the vehicleand a start of the access path. Each link in the plurality of links mayrepresent a street or road in the road network. In some cases, each linkmay be defined by intersections on each end of the link. In other words,each link may be the length of a single block as defined by twoconsecutive intersections. In some cases, an intersection may include adead-end. Alternatively, each link may be defined by an intersection atwhich the vehicle is to turn onto the road represented by the link andan intersection at which the vehicle is to turn off of the roadrepresented by the link. In other words, a link may be several blockslong. In some cases, the route calculated at the block 310 may becalculated based on additional routing criteria other than the selectionof the access path. For example, the route may be calculated based atleast in part on time, distance, use or lack of use of highways, use orlack of use of toll roads, international borders, vehicle size, vehiclecargo, or any other information that may impact the selection orcalculation of a route.

Typically, although not necessarily, the selection of an access path isgiven priority over other routing criteria. Thus, for example, the routecalculated at the block 310 may not be the shortest route or the fastestroute to the site, but may instead be the shortest route or the fastestroute to the start of the access path.

In certain embodiments, the process 300 may be used to determine a routethat includes multiple selected access paths. For example, an accesspath may be selected for exiting a site where the vehicle is located andanother access path may be selected for accessing a site location atanother site. As another example, in cases where a route is beingcalculated for multiple stops, one or more access paths may be selectedat each stop. In other words, a first access path may be selected totravel to a site location at a first site, a second access path may beselected to travel from the site location at the first site to a gateleaving the first site, a third access path may be selected to travel toa site location at a second site, and so on and so forth. Thus, incertain embodiments, routes and access paths can be chained together tocreate a traveling itinerary for a fleet driver.

Further, access paths may be generated or selected with a varying levelof granularity. In some cases, access paths may be grouped in ahierarchically. A route generated by the routing module 200 may includeone or more access paths based on the selection or identification of adestination site and/or a site location within the destination site. Forexample, the route may include a route from a starting location to acity block or some other geographic area within a threshold distancefrom a particular final destination. Further, the route may include afirst access path from an ingress point of the city block to a set ofbuildings (e.g., a factory complex or a commercial site) located withinthe city block. In addition, the route may include a second access pathfrom an ingress of the set of buildings to a particular location (e.g.,a loading bay) within the set of buildings. Thus, it is possible for aset of routes and/or access paths to be selected or chained together tocreate a route between a start location and a final destination.

In certain embodiments, the process 300 may be adapted for use withaccess paths that are selected between sites. Advantageously, in certainembodiments, if a driver, or a user specifying a path for the driver,desires to ensure that a route includes a particular portion of a roadnetwork or excludes a particular portion of a road network, an accesspath between sites may be selected. For example, suppose that a driveris to leave Washington D.C. and to travel to a site in Albany, N.Y.Further, suppose that the user desires that the driver avoid beingrouted through Philadelphia. In such an example, the user may select anaccess path that defines a portion of the route between Washington D.C.and Albany, N.Y. such that the route goes through New Jersey and avoidsPhiladelphia. For example, the user may select an access path thatincludes the New Jersey Turnpike enabling a route to be calculated thatavoids Philadelphia. Once the access path has been selected, the routecalculation module 225 can determine the route from Washington D.C. tothe start of the access path and the route from the end of the accesspath to the site in Albany, N.Y. In some cases, the routes before andafter the access path may be calculated using constraints, such asshortest route or least traffic, selected by a user. However, a routethat avoids the access path may be ignored or not selected.Alternatively, in certain embodiments, an alternative route that avoidsthe access path, but better satisfies the constraints compared to aroute that includes the access path may be presented to a user therebyenabling the user to decide whether to select the calculated routewithout the access path or to confirm a desire to use a route thatincludes the access path. Some additional non-limiting examples ofconstraints that may be used in calculating the route before or afterthe access path may include: fastest route, maximize use of highways,minimize use of highways, minimize toll roads, maximize use of bondedroads, minimize incursion into particular areas or zoning types (e.g.,urban areas, residential areas, etc.), minimize particular road featuresor unfavorable road features, and the like. In some cases, theunfavorable road features may include road features that delay travel,such as unprotected left turns in countries where vehicles drive on theright (or vice versa), or road features that are difficult to maneuver,such as turns with an angle that is greater than or equal to a thresholdturn angle.

In some embodiments, a user may specify an access path that comprisesthe entire route between the location of the vehicle and the sitelocation within the site. In such embodiments, the block 310 may beoptional or omitted. In other such embodiments, the block 310 maycalculate the route to confirm that the access path defined by the useris a viable route (e.g., does not involve the user driving through awall or the wrong direction down a one-way street).

Sometimes a user will not accurately follow a particular route. This mayoccur, for example, because the user made a mistake (e.g., missed aturn), an unexpected closure of a road (e.g., an accident or floodingclosed a road), or the user made a detour (e.g., because of traffic orerrands). In some such cases, the process 300 may be repeated at leastin part. For example, operations associated with the block 308 may berepeated to identify a current location of the vehicle. A new route maybe calculated based on the updated location of the vehicle. In somecases, the new route may include the selection of a new access path,which may be selected by the user or automatically by the routing module200.

Calculating a Route that Includes an Access Path

As described with respect to FIG. 3, a routing module (e.g., the routingmodule 110 or the routing module 200) may calculate a route on a roadnetwork that includes one or more defined approaches, departures, orother defined sub-routes between two or more locations (e.g., accesspaths). Several approaches are possible for determining a route thatincludes an access path. For example, the routing module 200 may use acost-based approach, a restriction-based approach, or a virtualoverlay-based approach to generate a route that includes the accesspath, to name a few. In some cases, other routing algorithms may beperformed instead of or in addition to the above examples. Although eachof these approaches are described separately below, in some embodimentstwo or more of these approaches may be combined with each other, orcombined with other routing algorithms.

In the cost-based approach, a cost associated with links, or roads, inthe access path is artificially reduced by some percentage. The cost maybe based on one or more factors or criteria used to generate a route.For example, the cost may be associated with the length of a road, orthe time required to traverse the road while driving at a particularspeed, the number of lanes in the road, etc. Typically, the cost isreduced by a significant percentage (e.g., 50%, 75%, 90%, 99% etc.) toincrease the chances that a route generated using a routing algorithmwill include the roads of the access path. In some cases, the cost ofthe links comprising the access path may even be reduced to zero. Incertain embodiments, the percentage that the cost of the links isreduced is based on the cost of nearby links, which may include linksthat share nodes (e.g., intersections in the road network). Thecost-based approach may also include decreasing the cost of links, orroads, that are adjacent to, or nearby, to neighboring links, or linksthat share a node or intersection, of the links included in the accesspath. Typically, the cost of the neighboring links is reduced by asmaller amount than the cost of the links included in the access path.Further, links that are adjacent to the links that are adjacent to theaccess path may have costs reduced by an even smaller amount, and so onand so forth. In some cases, only roads that are a defined degree ofseparation from the roads included in the access path have their costreduced. For example, roads associated with links in a graph that are upto two links away from links included in the access path may have theircost reduced, while roads that are associated with links more than twolinks away from links included in the access path may not have theircost reduced.

The restriction-based approach is similar to the cost-based approach.However, instead of reducing the cost of the links included in theaccess path, the links neighboring the access path are marked asrestricted. The restricted links are then ignored when determining aroute between locations. As an alternative, instead of marking theneighboring links as restricted, the cost of the neighboring links maybe increased by significant percentage (e.g., 200%, 400%, 1000%, etc.)such that a cost reducing routing algorithm would be unlikely to selecta route that did not include the access path.

The virtual overlay based algorithm may include creating virtual nodesfor each intersection included in the access path and connecting thevirtual nodes to the real street network via unidirectional virtuallinks leading from the nodes representing the real intersections to thenodes representing the virtual intersections. Generally, theunidirectional virtual links only exist between real intersections andthe overlaid virtual intersections where an exact match exists betweenthe locations, or when the access path turns off of a street in the roadnetwork. Added virtual nodes may then be linked to each other in anorder matching the order of the real links, or links of the real roadsin the road network, via virtual unidirectional links, which point inthe direction of the access path. Where these virtual links overlap withreal street links, the metadata of the virtual links is set to match themetadata of the corresponding real street links thereby facilitatingcorrect cost calculations based on cost criteria, such as speed limits,turn restrictions, lane counts, road grade, road incline percentage, andother such cost criteria. To prevent the routing module 200 fromshortcutting the network, a penalty cost may be added to each of thevirtual links which join the overlay network to the real street network.This penalty cost may be set such that the total calculated distance ortime cost of the access path is constant, no matter where it is joined.Further, in some cases, the penalty cost may be equal to a summation ofthe cost of traveling the corresponding real roads in the network up tothe intersection corresponding to the virtual node.

FIG. 4A illustrates an example graph 400 of a road network that includesan access path. Each of the circular nodes a-d in the graph representon-street intersections, or intersections that are included in a roadnetwork that exists between sites. For example, each of the nodes a-dmay represent stop signs, traffic lights, highway on ramps, highway offramps, or intersections between two or more streets. The diamond nodes,virtual1 and virtual2, represent intersections that exist outside of theroad network. For example, virtual1 and virtual2 may representintersections within a site, such as a parking lot or streets within agated compound (e.g., a military compound, a gated community, an officepark, etc.) that may, in some cases, not be included as part of the roadnetwork despite comprising roads. As another example, virtual1 mayrepresent a turning into a site that is in the middle of a street thatleads from node d. This turning may be considered as a path that takesthe driver off-street. The node d may represent the last intersectionbefore reaching a site 406 and the node virtual one may represent a gateor an entrance to the site 406. As illustrated in FIG. 4A, the graph 400may include the identification of cost criteria used to generate a costfor a path, which in the illustrated embodiment includes the length ofthe road and a speed limit on the road.

As an example, suppose that a driver is to travel between the startlocation 402, which may represent, for example, a vehicle fleet yard ora warehouse or distribution center, and an end location 404, which mayrepresent a site location within the site 406, such as a loading dock.In this example, suppose that the user has selected fastest route as acriteria for calculating the route. Further, to simplify the example,suppose that the length of each road in the speed limit on each road arethe only criteria that impact the cost calculation. In such an example,the optimal route between the start location 402 and the end location404 would include traveling the links between the intersectionsrepresented by nodes a, b, and d. In other words, the optimal path wouldlead the driver along links 408 and 410 for a total cost ofapproximately 3.66 minutes. However, suppose that a user desires to skipthe road between the intersections b and d represented by the link 410because, for example, the user is aware that there is ongoingconstruction within an accident just occurred on the road represented bythe link 410. In such a case, the user can cause the routing module 200to generate a different route that may not necessarily be thelowest-cost route by selecting an access path for a portion of theroute. This access path can include the roads represented by the links412 and 414. Further, the access path may include the links representedby the roads between the node d and the end location 404.

To improve the likelihood that the routing module 200 uses the accesspath in calculating its route, the cost of the link 410 may be increasedand/or the cost of the links 412 and 414 may be decreased.Alternatively, the link 410 may be marked as restricted or temporarilydeleted from the graph 400. As yet another alternative, a virtualoverlay network may be generated and added to the graph 400. Thisapproach is described in more detail with respect to FIG. 4B.

FIG. 4B illustrates an embodiment of a graph 450 that includes a virtualoverlay network for facilitating calculation of a route that uses theaccess path described above with respect to FIG. 4A. To simplifyillustration, some of the links between the nodes have been rearranged.However, edges of the graph 450 with the same reference numeral as edgesof the graph 400 correspond to the same links.

In the example illustrated in FIG. 4B, a virtual node is created foreach node that is part of the access path selected by the user, or anautomated system. Thus, virtual_b corresponds to node B, virtual_ccorresponds to node c, and virtual_d corresponds to node d. Each of thevirtual nodes is equivalent to its corresponding node with respect tothe road network or the drivable paths within a site. In other words,the intersection corresponding to virtual_b is equivalent to theintersection corresponding to node B. Further, a zero costunidirectional link is created between the first node in the access path(e.g., node b) and its corresponding virtual node (e.g., virtual_b). Theunidirectional link is created to lead from the node to the virtualnode. As the routing cost is based on time of travel in this example,the distance and time attributes are both set to zero for the virtuallink 420 between the node B and the virtual node virtual_b. Virtuallinks may then be placed between each of the virtual nodes isrepresented by the links 426 and 428. Each of the virtual links betweenthe virtual nodes is configured to have the same cost as thecorresponding links between the real nodes. In other words, the cost oftraveling between virtual_b and virtual_c is equivalent travelingbetween node b and node c. Further, each of the virtual links representsthe same road as the corresponding non-virtual link. In other words, thevirtual link 426 represents the same road, or drivable path within asite, as the link 412.

As can be seen from the graph 450, because the virtual node virtual_d isplaced between the node d and the node virtual one representing theentrance to the site 406, a route leading to the site 406 will includethe node virtual_d. As the cost of the link 420 is nonexistent, therouting module 200 would include the link 420 as part of a route whereall other options are costlier. However, as the cost of the virtuallinks 426 and 428 correspond to the costs of the corresponding reallinks 412 and 414, respectively, the routing module 200 might select thelink 410 instead of the link 420 that begins the access path. To preventthe routing module 200 from avoiding the access path, a penalty isapplied to the virtual links between the real nodes in the virtual nodesthat are subsequent to the node representing the start of the accesspath. In the example illustrated in FIG. 4B, the penalty applied to thevirtual links 422 and 424 are equivalent to the summation of thecorresponding real links leading to the real, or non-virtual, nodes. Inother words, the penalty applied to the virtual link 422 is equal to thecost of the link 412, and the penalty applied to the virtual link 424 isequal to the cost of the links 412 and 414 combined. Thus, a minimalcost route will include a route and leads from node B2 virtual nodevirtual_d through the nodes virtual_b and virtual_c. Advantageously, incertain embodiments, by applying penalties to the virtual links 422 and424, when a driver makes a wrong turn leading off of the lowest-costroute, the routing module 200 can determine whether it is cheaper toreturn to the first node of the access path or to rejoin the access paththrough a later virtual link.

FIGS. 4A and 4B have generally been described with respect to node-basedrouting where each of the circular nodes represents an intersection or avirtual intersection. However, it is also possible to apply the graphingtechniques described with respect to FIGS. 4A and 4B to edge-basedrouting algorithms. For example, each of the circular nodes mayrepresent streets or roads and a road network, and the links between thecircular nodes may represent intersections.

In some embodiments, restrictions on routes due, for example, to contextinformation associated with the vehicle may be integrated into thegraphs by incorporating penalty values into paths. For example, if aparticular vehicle is too tall to travel along a particular route, thepenalty applied to the route or street between the intersections may beincreased an amount that is high enough to prevent the routing module200 from selecting the particular segment in the graph. In other cases,the segment or link may be removed to prevent selection. For example, ifvehicles of a particular weight are required to follow a bonded path tothe site 406 that may include traveling on roads between intersectionsb, c, and d to the site 406, but excludes the road that leads from theintersection d to the site 406, the virtual links 422 and 424 may bedeleted from the graph preventing a route being calculated that leadsfrom node c or d that comes from elsewhere instead of b through to d. Insome cases, penalties may be applied and/or links may be removed toensure that restrictions are followed or to allow restrictions to beoverridden. In some embodiments, if a particular path is preferred overanother path, penalties may be applied to the nonpreferred path toreduce the probability that is chosen by the routing module 200. If onthe other hand a particular path is restricted, for example to a bondedroute or path, then a restricted path may be removed from the graphcompletely prevented selection.

Example Sites with Access Paths

FIGS. 5A-5B illustrate examples of sites with defined access paths. FIG.5A represents a site 500 that is associated with a geocoded location.The site 500 is defined by a site yard that surrounds the site 500.Although a wall or fence may correspond to the borders of the site yard,the site yard is not necessarily identified by a physical border, butmay instead be conceptual. As can be seen in FIG. 5A, the site 500 mayinclude a number of site locations that are accessible by a vehicle. Forexample, the site 500 includes three separate parking areas. Further,the site 500 includes a dock location for loading and unloading from avehicle, which is accessible from one of the three parking lots, but notthe remaining two parking lots. However, when identifying the site 500to a navigation device, the geocoded location does not typically allowfor selection of different locations within the site. Thus, thecalculated route may not necessarily be the most efficient route.Further, a driver unfamiliar with the site may not be aware of the gateor entrance to use to access a particular site location, such as thedock. However, if information about the site has been stored at one ormore of the site details repository 142, the fleet data repository 144,and the third-party repository 146, a user may between the site gate andthe dock location. By selecting her defining the access path, the usercan cause the routing module 200 to calculate a route that leads thedriver to the correct site gate and towards the dock location.

FIG. 5B illustrates another site 550 is associated with another geocodedlocation. As can be seen in FIG. 5B, a number of site locations ofinterest within the site 550 may exist. For example, the site 550includes a main entrance in front of a main parking area, a grocerydock, and a goods dock. Each of the site locations may be of interest todifferent users. Further, the site 550 includes a number of gates thatallow both entrance to and exit of the site 550. However, depending onthe site location of interest, it may be easier to navigate to the sitelocation from one entrance or gate compared to another entrance or gate.For instance, it is likely to be easier to navigate to the grocery dockfrom one of the southern gates compared to navigating to the grocerydock from the north gate. Thus, a user may define a number of accesspaths to facilitate travel to the desired site location within the site550. In the example illustrated in FIG. 5B, and access path has beendefined between one of the southern gates and the grocery dock andanother access path has been defined between the north gate and thegoods dock. Thus, a user desiring a route to the goods dock may selectthe corresponding access path. The routing module 200 may then calculatethe lowest-cost route to the start of the access path. Further, bydefining the access path, in some embodiments, a navigation mechanism(e.g., an in-vehicle device 105) can navigate a driver, or mayfacilitate navigation, from the gate to the site location regardless ofwhether the drivable location is included as part of the mapped roadnetwork provided to the navigation mechanism.

Example Context-Based Access Path Selection Process

Much of the prior discussion relates to a user selecting an access path.However, in some embodiments, a vehicle management system 150 or arouting module may automatically select an access path, or may present aset of access paths from which a user may choose, based on contextinformation available to the vehicle management system.

FIG. 6 illustrates a context-based access path selection process 600.The process 600 can be implemented by any system that can access contextinformation that can be used to determine an access path and that cancalculate a route to a site that includes the access path. For example,the process 600, in whole or in part, can be implemented by a routingmodule 200, an access path selection module 250, or a route calculationmodule 225, to name a few. Although any number of systems, in whole orin part, can implement the process 600, to simplify the discussion,portions of the process 600 will be described with reference toparticular systems.

The process 600 begins at block 602 where, for example, the routingmodule 200 receives a selection of a site from a user. The block 602 mayinclude one or more of the embodiments described above with respect tothe block 302. At the block 604, the routing module 200 determinescontext information that may be used to define or select an access path.This context information may be associated with a particular vehicle, avehicle fleet, an entity that employs the user, and/or the site selectedat the block 602. In some cases, context information can be accessedfrom one or more of the in-vehicle devices 105. Further, contextinformation may be accessed from one or more of the site detailsrepository 142, fleet data repository 144, and third-party repository146. In addition, some context information may be obtained from theparameter data repository 240. Generally, the context information caninclude any type of information that may facilitate either selecting ordefining an access path at the site selected at the block 602 or betweena location of the vehicle and the site. Further, as an access path mayinclude both a drivable route at a site and at least a portion of a roadnetwork external to the site, the context information may include bothinformation for defining a route internal to a site as well asinformation for defining a route external to a site. Although thecontext information is not limited, and some examples of contextinformation that may be used for defining or selecting an access pathinclude the following: a type of vehicle, a size of the vehicle, weightof the vehicle, an entity that owns, leases, or otherwise uses thevehicle, cargo carried by the vehicle, a purpose for visiting the site(e.g., to pick up and/or drop off cargo, to collect garbage, to repairor otherwise access a device or utility at the site, etc.), an expectedlength of time the driver is to remain at the site, additional sites tobe included in the route, the amount of time the driver is drivingwithin a time period, the amount of time the driver is working (e.g.,driving, loading or unloading cargo, etc.), a skill of the driver, atime of day, and a set of traffic patterns, etc.

At block 606, the routing module 200 accesses site details informationassociated with the site. This information may be accessed from one ormore of the site details repository 142, fleet data repository 144, andthird-party repository 146. Further, the site details information mayinclude any information that enables identification of site locationswithin the site, gates that allow entering or exiting the site, gatesthat may exist within the site, hours of operation of the site or ofsite locations included in the site, any restrictions relating to accessof the site for the site locations, and drivable paths within the site.In some embodiments, the site details information may include one ormore maps of the site or its site locations. Moreover, in someembodiments, the site details information may include the identity ofpreviously defined access paths. Further, in some implementations, thesite details information may be associated with particular vehiclefleets or entities. In such cases, the block 606 may include accessingthe site details information associated with the vehicle fleet or theentity of the user that selected the site at the block 602.

The routing module 200, at block 608, selects an access path at the sitebased on the context information in the site details information. Forexample, the context information identifies a vehicle as being arefrigerated truck, access path may be selected that leads to arefrigerated loading dock. However, if the context informationidentifies the vehicle is carrying dry goods, and access path may beselected that leads to a different loading dock, such as anon-refrigerated loading dock. As another example, if the vehicle isidentified as exceeding a particular weight or height, a differentaccess path may be selected than if the vehicle does not exceed theparticular weight or height.

In some embodiments, the block 608 may include defining an access path.In some cases, the block 608 may include presenting the access path tothe user for confirmation. Moreover, the block 608 may include selectingand/or defining multiple access paths and presenting the access paths tothe user for selection. In some cases these access paths may be rankedor prioritized by the vehicle management system 150 based on the contextinformation.

At block 610, the vehicle management system 150 determines a location ofthe vehicle. In some cases, the block 610 may include selecting avehicle from a vehicle fleet and/or a driver who is available to driveto the site. Selection of the vehicle and/or driver may be based on thecontext information determined at the block 604.

The routing module 200, at block 612, calculates a route on a network ofstreets, or a road network, between a location of the vehicle and astart of the access path. Further, the route calculated may include theentirety of the access path. The route may be calculated using any typeof route calculation algorithm including those previously described.Further, the block 612 may include one or more of the embodimentspreviously described with respect to the block 310.

Similarly to the process 300, the process 600 may be used to calculate aroute that includes multiple access paths. Each of these access pathsmay be selected based on context information. Alternatively, some of theaccess paths may be user selected while others may be selected based oncontext information. Further, similar to the process 300, the process600 may be used for selecting access paths when a route is beingcalculated for multiple stops or sites. In addition, the process 600 maybe adapted for use in selecting access paths between sites as describedabove with respect to the process 300. For example, a user may select astarting site or location and an ending site or location, and thevehicle management system 150, using the process 600, may automaticallydetermine an access path between the sites in order to ensure that thedriver drives to a particular location and/or avoid striving throughparticular location (e.g., Philadelphia).

In some embodiments, a user may be presented with an opportunity tooverride the selection of an access path. Further, the user may providea reason for overriding the selection of an access path. The providedreason may then be used to modify the selection of the access path forfuture users. For example, the user may override the selected accesspath and may indicate that construction or an accident makes theselected access path less desirable. The routing module 200 may thenavoid use of this access path when generating routes for other drivers.In some cases, the reason may be time-limited (e.g., when the reasonrelates to traffic), and after a period of time the rejected access pathmay be used again when generating a route.

The routing module 200 may, in some cases, infer an access path and/or aportion of an access path. For instance, the block 608 may includeinferring an access path based on context information that can includean identified route. This identified route may be a route selected by auser, such as the driver, before beginning a route or while traversing aroute. Alternatively, or in addition, the identified route mayautomatically be determined based at least in part on a detected routetraversed by the vehicle and, in some cases, based at least in part onthe selected destination and/or other context information. Once a routehas been identified, or as part of identifying the route, the routingmodule 200 may infer an access path for directing the driver to alocation within the target site. For example, suppose that arefrigerated vehicle delivers cargo to a particular dock at a site andthat there is a first access path that is between an East entrance tothe site and the particular dock and a second access path that isbetween a West entrance to the site and the particular dock. Based atleast in part on the determination of whether the identified route leadsto the East or to the West entrance, the first or second access path maybe inferred or selected for directing the driver to the particular dock.

As a second example, suppose that two different vehicles are travellingtwo different routes that end with the vehicles arriving at the Eastentrance. Based on the routes travelled by the two vehicles, it may beinferred that one vehicle is carrying a particular cargo andconsequently, a particular access path may be selected to direct thevehicle to a particular loading dock, and it may be inferred that theother vehicle is carrying different cargo and consequently, anotheraccess path may be selected to direct the vehicle to another locationwithin the site.

In some implementations, a portion of an existing access path may beinferred. The portion may include the start of the access path, the endof the access path, or an extension of the access path. Further, theportion of the access path may be inferred based at least in part on anumber of factors including: another portion of the access path that thevehicle travelled or that has been identified by the routing module 200;context information associated with the vehicle (e.g., vehicle type,cargo type, an entity associated with the vehicle, etc.); a route orportion thereof travelled by a vehicle or identified for travel by thevehicle; and the like.

In embodiments where multiple sites are identified, the process 600 mayinclude defining the route and selecting access paths to reduce theamount of time a driver is waiting at a particular location. In certainembodiments, the wait time may be reduced by determining when otherdrivers will be at a particular site location (e.g. a refrigeratedloading dock). In certain embodiments, by accessing the fleet datarepository 144, the vehicle management system 150 can determine whendrivers of other vehicle fleets are accessing the site.

In addition, the route may be generated such that the driver is at aparticular location when the route ends or when it is time for thedriver to take a break. Advantageously, in certain embodiments, bydefining the route so that the driver is at a particular location at aparticular time, the drivers mealtimes and resting times can be allaligned with when the driver is at an optimal location for taking a mealbreak or a sleeping break. In other words, the route can be defined sothat the driver is near a restaurant when it is time for a meal break oris near a location where it is permissible for the driver to stop thevehicle and sleep, such as at a site the permits drivers to sleep in theparking lot. Further, the route may be defined based on the condition ofthe vehicle. For example, if an in-vehicle device 105 indicates that thevehicle will need gas at a particular time or needs to stop formaintenance, the route can be calculated such that the vehicle is near agas station or a repair station at a particular point in time.

In some embodiments, the process 600 can include selecting multiplepotential access paths and calculating multiple potential routes todetermine the combination of access paths and routes that provide alowest-cost solution. In many cases, the routing module 200 can select asingle access path based on context information, such as a type of cargocarried by a driver's vehicle, and generate an optimal route, or alowest-cost route, that includes the access path. However, whenattempting to schedule a route for a driver that includes a number ofsites and/or site locations, it may be necessary to compare the cost ofdifferent routes to determine not only the access paths and route thatresult in the lowest-cost, but also the order in which sites and sitelocations should be visited to minimize cost (e.g., time, fuel use,distance traveled, etc.). In such cases, the routing module 200 mayselect one or more access paths associated with each site to be visitedand may generate a number of routes based on different selected accesspaths in an attempt to determine a combination of access paths, siteordering, and routes between sites that result in a lowest-costsolution. Thus, in some cases, an access path that is optimal when adriver is visiting a single location, may be less cost-efficient if thedriver is visiting multiple locations because, for example, the approachto the site may change when the driver is approaching the site from aprevious site rather than from the vehicle fleet yard.

Access paths may be selected both for approaching a site or sitelocation as well as for leaving the site or site location. In somecases, the access path selected to approach the site may differ from theaccess path selected to leave the site. For instance, the routing module200 may select an access path that uses an eastern gate to enter thesite, but may select an access path that uses a western gate to leavethe site because, for example, it may be easier than turning the vehiclearound or it may facilitate generating a route to a second site.

In some embodiments, the routing module 200 may output a cost of a routein addition to or instead of outputting the route to the user. In somesuch cases, the user may select a route from a number of routes based oncosts presented by the routing module 200. The routing module 200 maythen output the selected route to the user and/or may provide routinginformation to another device, such as an in-vehicle device 105, whichmay then guide the driver along the route.

In some embodiments, the process 300 and the process 600 can be combinedto enable a user to test different route options. For example, using theprocess 300, a user may select one or more access paths with respect toone or more sites in a planned itinerary. The user may then use theprocess 600 to complete determination of the route for the entireitinerary and/or to determine the cost of traveling to each site in theitinerary. Once the user has determine the costs for the route generatedas a combination of access path selected by the user and access pathsroutes calculated by the routing module 200, the user can repeat theprocess with a different set of user selected access paths an automatedroute calculations. Advantageously, the user can then use the costs orroutes calculated to compare different access path selections. The usermay then use the comparison to decide which access paths the userprefers. Alternatively, the user may decide to have the routing module200 and/or calculate entire route without user input with regards toselecting an access path or route. Advantageously, by combining theprocess 300 and the process 600, a user can determine whether selectinga preferred access path for one site will negatively affect the costcalculation for routing to or from additional sites. Further, in somecases, the automated access path selection features of the routingmodule 200 may be tested by comparing the output generated by using theprocess 600 within output generated by using the process 300 usingaccess path selections that the user knows to be optimal with respect toselected cost criteria.

In some embodiments, a user (e.g., a dispatcher or administrator) mayuse the process 600 with a number of different site itineraries toautomatically determine the route for each of the drivers for which theuser is responsible for assigning routes. In some cases, the user mayprovide the routing module 200 and the identity of every site to bevisited and any additional context information that may be required forcockfighting the routes, such as there are particular time constraintsand visiting a particular site or if certain sites need to be visited ina particular order because, for example, cargo must be obtained from onesite for visiting another site where the cargo will be dropped off. Oncethe routing module 200 has an identity of the sites in any additionalcontext information, the routing module 200 may use the process 600 toautomatically calculate one or more routes for one or more drivers.

The process 600, and the process 300, have generally been described ashaving a user access the routing module 200, which may be part of thevehicle management system 154 or which may be a separate system. In somecases, the user may access the routing module 200 directly or via amanagement device 135. However, in other cases, the vehicle managementsystem 150 or the routing module 200 may be accessed via another systemby the use of an exposed application programmer interface (API).Furthermore, in some cases, the vehicle management system 150 may bemaintained by a separate entity than the vehicle fleet entity or anentity that utilizes the vehicle management system 150 for routedetermination.

Crowd-Source Based Access Path Generation Process

FIG. 7 illustrates a crowd-source based access path generation process700. The process 700 can be implemented by any system that can monitorthe routes driven by a set of vehicles over a period of time and use thecollected information to update or define an access path. For example,the process 700, in whole or in part, can be implemented by a vehiclemanagement system 150, one or more in-vehicle devices 105, a routingmodule 200, and access path selection module 250, or a route calculationmodule 225, to name a few. Although any number of systems, in whole orin part, can implement the process 700, to simplify the discussion,portions of the process 700 will be described with reference toparticular systems.

The process 700 begins at block 702 where, for example, the vehiclemanagement system 150 identifies a site for monitoring vehicle fleettraffic. The site may be identified by a user or may be automaticallyidentified by monitoring vehicle traffic of vehicles equipped with oneor more in-vehicle devices 105.

At block 704, the vehicle management system 150 accesses telematicsinformation for a set of vehicles that access the site over a period oftime. The set of vehicles may be associated with a particular vehiclefleet or a number of vehicle fleets that are subscribed to servicesprovided by an entity control of the vehicle management system 150. Inaddition, the set of vehicles may share one or more characteristics. Forexample, all of the vehicles may include a refrigerated cargo area, haveeighteen wheels, exceed ten feet in height, have the steering wheel onthe side opposite to the standard side for the country (e.g., somepostal vehicles), include sleeping areas in the cab, include cargo areasthat may be separated from the cab, etc. The period of time may bedefined by a user (e.g., an administrator or a dispatch operator).Further, in some cases, the period of time may be continuously shiftingwindow of time. In some implementations there may not exist a definedperiod of time, but instead the process 700 may be performedcontinuously or on an intermittent basis.

At block 706, the vehicle management system 150 accesses contextinformation for each of the set of vehicles. This context informationmay be accessed from the parameter data repository 240. Alternatively,or in addition, the context information may be accessed from one or morein-vehicle devices 105. This context information may include any type ofinformation that can be used to identify the type of vehicle or purposeof the vehicle at the site. For example, the context information mayinclude an identity of the vehicle type, the vehicle fleet to which thevehicle belongs, cargo carried by the vehicle, site permissions grantedto the vehicle or a driver of the vehicle, etc. In some implementations,or for some sites, the operations associated with the block 706 may beoptional.

At block 708, the access path selection module 250 generates an accesspath for the site based at least in part on the telematics informationand the context information. In embodiments where the block 706 isomitted, the access path may be generated without regard to the contextinformation. In some cases, the block 708 may include updating ormodifying an existing access path for the site. Further, the block 708may include generating an additional access path for the site, which maybe for the same site location is an existing access path or for adifferent site location.

At block 710, the vehicle management system 158 updates a repositorywith access path information. Updating the repository may include addingthe identity of a new access path or modifying an existing access pathfor the site. In some cases, the block 710 may include updating the sitedetails repository 142 and/or the fleet data repository 144. In someembodiments, the access path may be generated based on informationassociated with a particular vehicle fleet. In such embodiments, theaccess path may be added to a repository that is accessible by users ofthe particular vehicle fleet, but not other users. In some such cases,the vehicle management system 150 may present an option to a user to addthe new access path to a repository that is accessible by usersaffiliated with another entity or vehicle fleet. Thus, for example, anentity without a history of accessing a particular site may obtainaccess path information for the particular site thereby enabling theentity to take advantage of information collected by other vehiclefleets.

Advantageously, the process 700 enables the determination of a preferredroute within a site. For example, using the process 700, it may bedetermined that vehicles with refrigerated cargo usually access aparticular loading dock (e.g., a refrigerated loading dock) at a site.Further, it may be determined that vehicles typically access aparticular gate and drive a particular path between the gate and theparticular loading dock. Using this information, an access path may bedefined for vehicles with refrigerated cargo that leads from theparticular gate to the particular loading dock. This access path maythen be selected and a route may be calculated based on this selectedaccess path each time a driver is assigned to carry refrigerated cargoto the site. However, when non-refrigerated cargo is to be delivered tothe site, a different access path and route may be calculated.

In certain embodiments, the process 700 may be used to determine accesspaths that are external to a site. In other words, the process 700 maybe used to determine preferred routes between sites that are preferredby drivers, but are not necessarily the lowest-cost routes.

In some embodiments, in addition to or instead of using informationcollected at the block 704 and the context information accessed at block706 for generating access paths, the collected information in thecontext information may be used to facilitate assigning drivers to aroute or scheduling the order that sites are accessed. For example, ifit is determined that the average driver spends 30 minutes at alocation, but a particular driver tends to spend an hour, the particulardriver may not be assigned to the route. Conversely, if the particulardriver spends 15 minutes at the location, a dispatcher may attempt tosign a route that includes the location to the particular driver. Thus,in some cases, the process 700 may be used for data mining instead of orin addition to crowdsourcing so as to determine the best employees for aparticular job or route.

Sharing Site Detail Information

As previously stated, in some embodiments, users or entities can sharethe information they gather relating to sites that their drivers visit.Advantageously, in certain embodiments, by sharing gathered information,new access paths can be discovered and in some cases, access paths canbe determined for sites that drivers associate with an entity have notpreviously visited. When sharing information associated with a site, auser can determine whether to share all information pertaining to asite, a portion of the information, and with whom or with which entitiesto share the information. Advantageously, the ability to share sitedetails information allows users to crowd source information aboutdifferent sites. The information that can be crowd sourced for the sitesis not limited and can include suggested or preferred access paths aswell as the identification of site locations, such as loading docks,receiving entrances, gates, dumpster locations, the types of vehiclesthat can use a particular gate, etc. Further, information relating toaccessing a site may also be crowd sourced, such as securityinformation, gate access restrictions, times that a site is open fordeliveries or to the public, whether drivers can stay overnight at thelocation, etc.

FIGS. 8A-8F illustrate an example of sharing fleet-specific site detailinformation. To simplify discussion, the site detail information in theexample associated with FIGS. 8A-8F will be described as beingassociated with user Joe and user Pete. However, it should be understoodthat the site detail information may be associated with particularentities and a number of authorized users associated with the entity mayaccess the site detail information or a subset thereof.

In FIG. 8A, Joe creates and entry in the fleet data repository 144 for asupermarket site, Countdown Riccarton. This site may include a number ofsite locations. For example, the supermarket may include outdoorparking, a parking garage, one or more loading docks, a dumpsterlocation, a water filling station, a gas station affiliated with thesupermarket, etc.

Joe may decide to share information gathered for the supermarket siteCountdown Riccarton with other users or entities. The sharing of thesite information is illustrated in FIG. 8B where Joe may provide anentry or database record associated with Countdown Riccarton to a sitedetails repository 142, represented by the shared sites column in thefigure, which can store information associated with sites to be sharedamong users or entities.

As illustrated in FIG. 8C, Pete may decide to access the siteinformation associated with Countdown Riccarton. In some cases, Pete mayview the information associated with Countdown Riccarton in the sitedetails repository 142 without making a copy of the information.Alternatively, as illustrated in FIG. 8C, Pete may obtain a copy of thesite details information for Countdown Riccarton and may store the copyin a fleet data repository 144 associated with Pete. Joe and Pete mayeach have access to a separate vehicle management system 150 and/or aseparate fleet data repository 144. Alternatively, Joe and Pete mayshare the fleet data repository 144, but may each be associated with aseparate portion of the fleet data repository 144.

In some embodiments, Pete may indicate a desire to track the CountdownRiccarton entry in the site details repository 142. By tracking the siteentry, changes made to the site details for the site entry may beautomatically copied to the corresponding entry in Pete's implementationof the fleet data repository 144. Alternatively, Pete may be made awareof modifications to the shared entry for the Countdown Riccarton site,but modifications may not be made to Pete's copy of the informationwithout approval from Pete.

In FIG. 8D, Pete makes a modification to the copy of the site detailsinformation for Countdown Riccarton that is stored in the fleet datarepository 144 associated with Pete. In the example illustrated in FIG.8D, Pete adds the identification of a site location at the CountdownRiccarton site. In the illustrated example, the site location is a goodsdock.

Once Pete has modified Pete's copy of the site details for CountdownRiccarton, Pete can decide to share the modifications with users who aretracking, following, or subscribed to the Countdown Riccarton entry atthe site details repository 142. In some embodiments, modifications mayautomatically be provided to the site details repository 142. FIG. 8Eillustrates that Pete's entry for the Countdown Riccarton at the fleetdata repository 144 and the addition of the goods dock site location areshared with other users by providing the modified site entry to the sitedetails repository 142. In some embodiments, the modifications to theCountdown Riccarton entry at the site details repository 142 areautomatically updated. In other embodiments, the originator of theCountdown Riccarton entry at the site details repository 142 determineswhether the modifications made by Pete will be accepted and whether theCountdown Riccarton can be updated with the modifications made by Pete.FIG. 8F illustrates an example where Joe has accepted the modificationsto the Countdown Riccarton entry at the site details repository 142. Inthe illustrated example, the original Countdown Riccarton entry isreplaced by the modified entry created by Pete at the site detailsrepository 142. Further, Joe has updated the original CountdownRiccarton entry at Joe's fleet data repository 144. Thus, both Joe's andPete's Countdown Riccarton entry at their respective fleet datarepositories 144 now match.

In some embodiments, users (e.g., Joe and Pete) can make modificationsto the Countdown Riccarton entry, or other site entries, in one or morefleet data repositories 144 without sharing the modifications. In somecases, users may share some modifications, but not others. Further,users who decide to share modifications can specify which users orentities have permission to access the modifications or site detailsinformation. Thus, for example, Pete may make a modification to theCountdown Riccarton entry and indicate that the modification may beshared with Joe, but not with a third user.

First Example of Creating Access Paths

FIGS. 9A-9G illustrate an example of creating an entry for a site 902at, for example, a site details repository 142 or a fleet datarepository 144. As will be described below, creating the entry mayinclude creating an access path for the site. The site 902 may includeany type of site. For example, the site 902 may be a supermarket, suchas the Countdown Riccarton supermarket used in the previous exampleswith respect to FIGS. 8A-8F. FIG. 9 illustrates the site 902 with thegeocoded marker for the site. This marker identifies the location of thesite generally, but does not identify any specific details of the siteor any site locations. FIGS. 9A-9G illustrate an example of top-downsite creation. A user, such as Joe's Recycling or an employee thereof,may create and, in some cases, anonymously share the site 902 in a sitedetails repository 142.

FIG. 9B illustrates the addition of a site location, goods dock, to thesite 902. For example, Pete's Fresh Goods may have a job scheduled atthe site 902. This job may include delivering fresh goods to the site902. A user associated with Pete's Fresh Goods (e.g., a dispatcher) maysubscribe to the existing site 902 at the site details repository 142.The user may then add the goods dock site location and share thechanges. A user affiliated with Joe's Recycling may then be notified ofthe modifications and can decide whether to accept the modifications. Ifthe user affiliated with Joe's recycling accepts the modifications, theshared entry associated with the site 902 at the site details repository142 may be updated. If the user does not accept the modifications, theshared entry associated with the site 902 may not be updated, but a copyof the entry created by the user associated with Pete's fresh goods maymaintain or include the modification.

The user affiliated with Joe's Recycling may run a plan report versus anactual report comparing the planned driving routes with the routesactually taken by drivers. The user may notice that drivers typicallyenter from the east entrance and leave via the north exit rather thanthe east. The path that the majority of drivers affiliated with Joe'sRecycling, or the majority of drivers being monitored by Joe'sRecycling, is illustrated in FIG. 9C by the dashed line. One reason whya number of drivers may travel along the path dictated by the dashedlines is that recycling bins the site 902 may be located in theunderground carpark. To facilitate generating routes to the eastentrance through the site location of the underground carpark and outfrom the north entrance, a user may create a nested site using a polygonas illustrated in FIG. 9C to identify the site location 904corresponding to the underground carpark. The user may then defineapproaches and departures to and from the site location 904. The definedapproach and departure can be used as an access path and is representedby the solid line from the east entrance to the north exit. Although theaccess path illustrated in FIG. 9C begins from the eastern gate and endsat the northern gate, as previously described, access paths are notlimited as such. For example, the access path can include one or morestreets or roads of a road network that is external to the site 902.Moreover, although an access path will typically be a portion of aroute, in some embodiments, the access path can encompass an entireroute from one site to another site. Furthermore, in some cases, accesspath can encompass a portion of a route or an entire route betweenmultiple sites (e.g., a route beginning at site 2, continuing to site 2,continuing to site 3, etc.).

Continuing the example, and with reference to FIG. 9D, Pete's FreshGoods may need to pick up goods from site 902. Depending on the type ofvehicle the driver for Pete's Fresh Goods may sometimes park in the mainparking lot corresponding to site location 906 or may use the goodsentrance corresponding to site location 908. Thus, a user may desire tocreate multiple access paths, which can then be selected by the user ormay be automatically selected by the routing module 200 based on contextinformation, such as the cargo the driver is carrying for delivery tothe site 902 or is picking up for distribution to another site. Toaccomplish the creation of the access paths, a user may create apolygon, or other annotation, on a map representative of the site 902 toidentify the borders of the site. The user may also identify the gatescorresponding to entrances and exits to the site 902. As can be seen inFIG. 9D, gates can be identified as bidirectional as with the gates onthe east, or unidirectional as with the gates on the north of the site902. The user can then generate access paths associated with the site.For example, as illustrated in FIG. 9D, an access path can be createdbetween the lower eastern gate and the goods dock 908. This access pathcan be bidirectional leading either from the gate to the goods dock sitelocation 908 or from the site location 908 to the gate. Another accesspath can be created between the upper Eastern gate and the main parkinglot site location 906, and can then continue to the northern gate. Thisaccess path may be unidirectional as the northern gate may only allowfor exiting traffic from the site 902. As previously described, the usermay share modifications to the site 902, including the identification ofaccess paths, with other users, such as Joe's recycling, which may benotified of the changes and may or may not be required to accept thechanges before modifying a shared repository entry.

Some sites may include a number of site locations and annotations, and anumber of different access paths may be generated, either by users orautomatically by computing system. Viewing all of the access paths andannotations of a site user interface can be confusing. Thus, in someembodiments, the user interface can be configured to show only a portionof a site or only access paths and annotations associated with a subsetof site locations. For example, as illustrated in FIG. 9E, it may bedetermined that the driver has a small delivery (e.g., one or two lightboxes) or that the goods dock is scheduled to be occupied by otherdrivers. In such an example, it may be determined that the access paththrough the site location 906 is optimal for the small delivery. Thus,the access path that includes the site location 906 may be presentedwhile other access paths and annotations may be hidden from the user, asillustrated in FIG. 9E.

If the site location 904 corresponding to underground carpark isselected instead of the site location 906 corresponding to the mainparking lot, the annotation or polygon surrounding the undergroundcarpark may be displayed in the access path through the undergroundcarpark may be illustrated as shown in FIG. 9F. Alternatively, if thesite location 908 corresponding to the goods dock is selected, or if therouting module 200 determines that the driver should be directed to thegoods dock-based, for example, on the cargo carried by the driver'svehicle, the access path leading from the lower eastern gate to thegoods dock may be highlighted, while other access paths are hidden fromview as illustrated in FIG. 9G.

Second Example of Creating Access Paths

FIGS. 10A-10J illustrate a second example of annotating a site 1002 andsharing the annotations among users. The site 1002 may correspond to anysite that includes a number of site locations that may be of interest tothe user. For example, as illustrated in FIG. 10A, the site 1002 mayinclude entrances to ten shops represented by the ten internalannotations, seven goods entrances for delivering inventory to the shopsrepresented by the seven annotations on the border of the site 1002, andthree gates for accessing or leaving the site 1002 represented by theannotations with the arrows indicating whether the gate is bidirectionalor unidirectional. To identify the site 1002, a polygon may be drawnaround the borders of the site 1002. This polygon may be drawn by a useror may be determined from site detail information, such as from athird-party repository 146, which may include information foridentifying the border of a site (e.g., zoning information or propertytax information).

As illustrated in FIG. 10B, a user may identify a site location 1004, ora store, by attaching a polygon around the store 1004 (e.g., astationery store) and/or annotating the location of the store. Further,this polygon may encompass an access path identified by the user forentering or exiting the site 1002. The site details created by the usermay then be shared with other users or kept private. With reference toFIG. 10C, the user, or a second user, may create an annotation foranother store 1006 (e.g., a home electronics store) and may also attacha goods entrance 1008 as a subsite for the site 1002. A third user maybe employed to deliver to several of the stores in the site 1002. Thus,the third user may define a location to encompass the entire site 1002as illustrated in FIG. 10D, which may include attaching a polygon aroundthe entire site. Further, the third user may identify or define each ofthe gates is included as part of the site 1002.

A fourth user, illustrated in FIG. 10E, may subscribe to the site 1002,but may desire to navigate to individual stores. Thus, the fourth usermay access shared site information for the site 1002 including theidentification of the stationery store 1004 and the home electronicsstore 1006. The fourth user may add the shared annotations as subsiteswithin the fourth user's copy of the site details information for thesite 1002.

The fourth user may then select the home electronics store 1006 andinspect it. As illustrated in FIG. 10, selecting the home electronicsstore 1006 will include displaying the goods entrance 1008. Upon viewingthe home electronics store 1006, the fourth user determines that thegoods entrance 1008 is annotated as being located inside of the site1002. In some such cases, because the goods entrance 1008 is annotatedinternally to the site 1002, a route generated to the goods entrance1008 will include directing a driver through the southern gate and intothe parking lot of the site 1002. However, the fourth user may desire toaccess the goods entrance 1008 from the street external to the site1002. In such a case, the fourth user may add an access path 1010 thatleads from the goods entrance 1008 directly to the street, asillustrated in FIG. 10G.

As illustrated in FIG. 10H, after adding the access path 1010, thefourth user may also select a stationery store 1004. Informationassociated with the home electronics store 1006 may then be hidden sothat the user interface is not cluttered. The fourth user may decidethat the access path from the door of the stationery store 1004 to theleft northern gate is redundant and may delete it. Further, the fourthuser may decide to add a goods entrance annotation 1012 to thestationery store 1004 and an access path 1014 between the goods entranceand the street. Modifications to the site location 1004 may be shared ormay be kept private. If the modifications are shared, an owner or authorof the site details associated with the site 1002 may decide whether toaccept the modifications. In some cases, the modifications may be sharedand accepted or may be kept as a separate entry associated with the site1002. In cases where the site details information is shared, a user maydecide whether to use site details information from any of the firstuser, the second user, the third user, or the fourth user. In somecases, a user may decide to use a combination of site detailsinformation supplied by different users.

As illustrated in FIG. 10J, a user, such as the fourth user, a definedsite locations for each of the other stores in the site 1002 that theuser is interested in visiting. The user may then share the siteinformation. Other users who have contributed site details informationrelating to the site locations that the fourth user has annotated may benotified of the fourth user's actions enabling other users to access anyadditional site details information.

Although many of the previous examples have been described from theperspective of enterprise users, such as drivers for entities or fleetdispatchers, should be recognize that the concepts disclosed herein mayalso be used by individuals. For example, one individual may define apreferred access path to a particular store and another individualaccess site details information for the particular store and may selecta preferred access path for use in generating a route. Alternatively, arouting device of a user may automatically access shared informationassociated with an identified site to determine if any access paths havebeen identified that may be used in generating a route for the user whomay be an individual or an enterprise user.

Advantageously, in certain embodiments, as can be seen from thepreviously described examples, users can share information relating todifferent points of interest or site locations within a site. Much ofthe description has been with respect sharing information related toaccess paths and points of entry or exit for both vehicles and cargo,such as gates and loading docks. However, this disclosure is not limitedas such. The site details repository 142 in the fleet data repository144 may be used to share additional information about sites or sitelocations. For example, information about when a site is open for accessby a vehicle, whether there is a security checkpoint at a site, orwhether drivers are permitted to sleep overnight in their vehicles at aparticular site may be shared using embodiments described herein.

Additional Embodiments

In certain embodiments, a site may be defined in the systems describedherein by the site details information associated with the site. Thissite details information may be stored as a hierarchy of data records ina database, or as any other data structure. Further, the site may bedefined based on a number of different types of data including, forexample, an address, a location, a yard, a gate, and approaches anddestinations. The address may include one or more versions of the streetaddress and associated metadata like its provenance, province, andaccuracy. Locations may include one or more latitude and/or longitudepoints that are associated with the site. In some cases, a location mayrepresent a point of ingress/egress to a site or building on that siteand one of multiple destinations associated with that site, such as aspecific loading dock or parking spot.

In some embodiments, yards may refer to zero or more boundaries thatdefine areas associated with a site. Generally, there will not benavigable road data (e.g., from a NT basemap) within a yard. However,identifying the yard enables determining whether a vehicle is on-site,or to suspend navigation until the vehicle is back on the road network.The yard also prevents snapping to the wrong street at the end orbeginning of navigation. In some cases, driving paths may includevectors for private roads, parking lots, etc., which may be useful forrouting and navigation within a yard and to/from the yard.

Gates may include points of ingress or egress from a yard and aretypically associated with the yard. In some cases, the gates may includepoint of ingress or egress from locations within the yard.

Approaches & Departures, which may be referred to as paths or drivingpaths, can include explicitly defined paths on the road network to orfrom a site (or location, or gate). Driving paths may also includevectors, useful for routing and navigation, that are not a part of thebase map data. These driving paths may be referred to as off-networkparts of the driving paths and may be attached to the base map routingnetwork.

The site details information or data stored in reference to the sitesmay be used for a number of purposes. For example, the site detailsinformation may be used for rendering, forward geocoding, reversegeocoding, and routing. Rendering is in reference to visualizing siteson a map and enables display of features of the site, such as the yard,gates, locations, and driving paths.

Forward geocoding may include using the site details information whensearching for an address or location to provide return information thatis more spatially accurate and rich than general map data. Applicationsmay choose to return the primary location or expose more data about asite and enable users to select a certain location on the site, such asa specific dock or gate, etc.

Reverse geocoding may be used in two different use cases. Reversegeocoding may be used to locate a known site. Instead of returninginterpolated street address, the address of the site may be returned.Further, reverse geocoding may be used to learn more about a site. Forinstance, a user associated with a vehicle fleet may determine when avehicle was in the yard, in a keep out location, at a specific dock etc.

Using site details information, routing can honor or conform to siteproperties when routing to or from a site. Further, the routing modulecan enable routing and navigation applications to direct drivers to theexact destination honoring preferences of the site “owner”. Thesepreferences may include things such as using the proper gate forentry/exit, routing certain vehicle types into/out of the site usingspecific roads, and days/times of operation.

In certain implementations, it may be determined that each customer'ssites database (e.g., site details repository 142 of fleet datarepository 144) will be autonomous. However, databases may be sharedamong customers. One example use case for using shared data can includea customer attempting to add a new location that the customer intends tobegin sending drivers to using the embodiments disclosed herein. Aftertyping in the address, a site is located, the primary address of whichis a close match (e.g., within a threshold degree of accuracy) to theone the user entered. Site data may then be returned that shows thecustomer information in the database including maps, associated yards,gates, driving paths, attribution information for annotations or sitedetail creation, etc. The customer can accept most of the information,but may want to move the locations of certain elements slightly byclicking the map or specifying latitude/longitude information the userhas captured from drivers or sensors, updating the instructionspresented to the driver upon arrival, and changing the categorization ofa point of interest (POI) that better suit the convention of the user'sfleet.

The vehicle management system 150 may preserve the original data(replicate or provide a pointer), but also capture the new data that isspecific to that customer and return the new data whenever the customerrequests information on the site.

Multiple customers may end up with slightly different versions of thesame site, e.g., with slightly different gate locations. GPS data,driver/user feedback, and other data from forms, jobs, etc., may be usedto try to identify which of the versions of a site is most likely the“best” or at least the most widely recognized location, category, name,address, etc. In some cases, users can opt to use all or a part of ashared data record for a site. Alternatively, the user may maintain anduse only the user's own data records, which may be maintained by theuser or an entity managing the vehicle management system 150.

In some embodiments, multiple drivable paths, access paths, and/orroutes may exist to or from a site location in a site. Further, multipledrivable paths, access paths, and/or routes may exist between sites.Advantageously, in certain embodiments, access paths may be combinedwith routes to enable a user to determine a lowest cost route whilemaintaining particular constraints over at least a portion of a routebetween sites or to/from a site location within a site.

Certain embodiments of the present disclosure provide a number ofadditional advantages. For example, embodiments herein provide theability to specify preferred start (departure) and end (approach) pathsincluding the creation, visualization, editing, and storing of thepaths. Further, some embodiments provide the ability to short-circuitrouting where an approach and departure intersect and the intersectionis chosen automatically. In some cases, the specification of yards andgates to control access to a collection of locations within acampus-level site is provided. In some embodiments, connections betweenthe path to the road network are created in such a way as to not hinderexisting 2-point and 3-point street-link constraints, which may preventimplied u-turns or illegal for truck turns at the remote point of a pathwhen it fully connects to the road network.

Some embodiments herein provide for partial-on-street andpartial-off-street paths, which include remote points of a path on thestreet network. Further, embodiments described herein may be utilized torequire the usage of a crossover (e.g., a wide turn crossing multiplelanes of traffic) as part of an approach or departure. Moreover, someembodiments can provide the ability to restrict usage of location, yard,gate, approach, and departure by estimated time or date, vehicle type,or any well-formed rule.

Certain embodiments provide the ability for multiple approaches to onesite and departures from another site to overlap and be optimallydetermined by the shortest path routing algorithm, including anintersection of starting along any departure from one site and enteringthe approach on any approach to the next site. In some cases, theability to have paths where the local point within the site is a gateinstead of a location is provided. At routing, the selection of how toconnect the location to the base map may be determined. Some examples ofconnecting the location to the base map may include: path(s) to/fromlocation, path(s) to/from gate(s), gate(s) with no specified paths,legacy-style connection to nearest street link, etc. In someembodiments, custom navigation instructions may be specified, which maybe presented to the driver upon reaching way points within an approachor departure path.

Terminology

As used herein, the term “road” in addition to having its ordinarymeaning, can include, among other things, a street, a highway, afreeway, a toll road, a turnpike, an arterial road, a frontage road, anon-ramp, an off-ramp, a city street, a surface street, a residentialstreet, a dirt road, a parking lot, a driveway, an intersection, atraffic circle, a roundabout, a rotary, an alley, any path upon which avehicle can travel, combinations of the same, or the like. Further,although this specification refers primarily to streets for automobiles,trucks, and the like, the techniques described herein can also beapplied to paths traveled by other vehicles, such as railroads, flightpaths, and waterways. Moreover, the techniques described herein may alsobe applied for mixed mode routing. In other words, the embodimentsdisclosed herein may be used to determine access paths routes thatinclude the use of multiple types of vehicles. For example, a route maybe determined for a driver of the truck that also includes using aferry. As another example, a route may combine the use of a car, a boat,and a train. In some cases, the mixed mode routing may also include asegment of walking, use of a bicycle, or public transportation, such asa subway or underground railroad network.

Many variations other than those described herein will be apparent fromthis disclosure. For example, depending on the embodiment, certain acts,events, or functions of any of the algorithms described herein can beperformed in a different sequence, can be added, merged, or left out alltogether (e.g., not all described acts or events are necessary for thepractice of the algorithms). Moreover, in certain embodiments, acts orevents can be performed concurrently, e.g., through multi-threadedprocessing, interrupt processing, or multiple processors or processorcores or on other parallel architectures, rather than sequentially. Inaddition, different tasks or processes can be performed by differentmachines and/or computing systems that can function together. Executionin a cloud computing environment in some embodiments supports amultiplicity of conditions to be computed contemporaneously.

The various illustrative logical blocks, modules, and algorithm stepsdescribed in connection with the embodiments disclosed herein can beimplemented as electronic hardware, computer software, or combinationsof both. To clearly illustrate this interchangeability of hardware andsoftware, various illustrative components, blocks, modules, and stepshave been described above generally in terms of their functionality.Whether such functionality is implemented as hardware or softwaredepends upon the particular application and design constraints imposedon the overall system. For example, the vehicle management system 150can be implemented by one or more computer systems or by a computersystem including one or more processors. The described functionality canbe implemented in varying ways for each particular application, but suchimplementation decisions should not be interpreted as causing adeparture from the scope of the disclosure.

The various illustrative logical blocks and modules described inconnection with the embodiments disclosed herein can be implemented orperformed by a machine, such as a general purpose processor, a digitalsignal processor (DSP), an application specific integrated circuit(ASIC), a field programmable gate array (FPGA) or other programmablelogic device, discrete gate or transistor logic, discrete hardwarecomponents, or any combination thereof designed to perform the functionsdescribed herein. A general purpose processor can be a microprocessor,but in the alternative, the processor can be a controller,microcontroller, or state machine, combinations of the same, or thelike. A processor can also be implemented as a combination of computingdevices, e.g., a combination of a DSP and a microprocessor, a pluralityof microprocessors, one or more microprocessors in conjunction with aDSP core, or any other such configuration. A computing environment caninclude any type of computer system, including, but not limited to, acomputer system based on a microprocessor, a mainframe computer, adigital signal processor, a portable computing device, a personalorganizer, a device controller, and a computational engine within anappliance, to name a few.

The steps of a method, process, or algorithm described in connectionwith the embodiments disclosed herein can be embodied directly inhardware, in a software module executed by a processor, or in acombination of the two. A software module can reside in RAM memory,flash memory, ROM memory, EPROM memory, EEPROM memory, registers, harddisk, a removable disk, a CD-ROM, or any other form of non-transitorycomputer-readable storage medium known in the art. An exemplary storagemedium can be coupled to the processor such that the processor can readinformation from, and write information to, the storage medium. In thealternative, the storage medium can be integral to the processor. Theprocessor and the storage medium can reside in an ASIC. The ASIC canreside in a user terminal. In the alternative, the processor and thestorage medium can reside as discrete components in a user terminal.

Conditional language used herein, such as, among others, “can,” “might,”“may,” “e.g.,” and the like, unless specifically stated otherwise, orotherwise understood within the context as used, is generally intendedto convey that certain embodiments include, while other embodiments donot include, certain features, elements and/or states. Thus, suchconditional language is not generally intended to imply that features,elements and/or states are in any way required for one or moreembodiments or that one or more embodiments necessarily include logicfor deciding, with or without author input or prompting, whether thesefeatures, elements and/or states are included or are to be performed inany particular embodiment. The terms “comprising,” “including,”“having,” and the like are synonymous and are used inclusively, in anopen-ended fashion, and do not exclude additional elements, features,acts, operations, and so forth. Also, the term “or” is used in itsinclusive sense (and not in its exclusive sense) so that when used, forexample, to connect a list of elements, the term “or” means one, some,or all of the elements in the list. Further, the term “each,” as usedherein, in addition to having its ordinary meaning, can mean any subsetof a set of elements to which the term “each” is applied.

While the above detailed description has shown, described, and pointedout novel features as applied to various embodiments, it will beunderstood that various omissions, substitutions, and changes in theform and details of the devices or algorithms illustrated can be madewithout departing from the spirit of the disclosure. As will berecognized, certain embodiments of the inventions described herein canbe embodied within a form that does not provide all of the features andbenefits set forth herein, as some features can be used or practicedseparately from others.

1.-32 (canceled)
 33. A system for calculating routes for a vehicle in avehicle fleet, the system comprising: a site details repositoryconfigured to store site details information for a site, the sitedetails information comprising information regarding site locationswithin the site, the site locations being other than an address orgeocoded address of the site; a routing module configured to generate aroute for a vehicle of a fleet of vehicles from a starting location to afirst site location of the site locations within the site, wherein therouting module is operable to at least: identify a starting location forthe route; receive a destination location for the route, the destinationlocation comprising an identification of the site; determine an accesspath, the access path comprising a portion of a drivable route betweenthe starting location and the destination location; and calculate theroute over a plurality of links on the road network from the startinglocation to the destination location, wherein the access path serves asa constraint in the calculation of the route that affects adetermination of a lowest-cost solution for the route to the destinationlocation, wherein a cost of the route with the access path is higherthan a cost for the route without the access path and wherein the costis based on one or more of time or distance.
 34. The system of claim 33,wherein the access path is determined automatically based at least inpart on context information relating to one or more of the vehicle,cargo carried by the vehicle, and a driver.
 35. The system of claim 33,wherein the access path is determined based on a selection of the accesspath by a user.
 36. The system of claim 33, wherein the access pathfurther comprises a drivable route within the site.
 37. The system ofclaim 33, wherein the access path further comprises a set of links inthe road network between a gate of the site and a location between thestarting location and the destination location.
 38. The system of claim37, wherein the gate comprises one of an entrance to the site, an exitto the site, or a bidirectional entrance and exit to the site.
 39. Thesystem of claim 33, wherein the access path begins at a gate of thesite.
 40. The system of claim 33, wherein multiple access paths existbetween a gate of the site and at least one site location within thesite.
 41. The system of claim 33, wherein multiple access paths exist toor from at least one site location within the site.
 42. The system ofclaim 33, wherein multiple access paths exist to a gate of the site. 43.The system of claim 33, wherein the lowest-cost solution comprises apath configured to satisfy at least one of the following set ofcriteria: shortest route, fastest route, maximize use of highways,minimize use of highways, minimize toll roads, or maximize use of bondedroads.
 44. A system for calculating routes for a vehicle in a vehiclefleet, the system comprising: a site details repository configured tostore site details information for a site, the site details informationcomprising information regarding site locations within the site, thesite locations being other than an address or geocoded address of thesite; a routing module configured to generate a route of a vehicle of afleet of vehicles from a starting location to a first site location ofthe site locations within the site, wherein the routing module isoperable to at least: receive an identity of a destination site from aset of sites, the destination site comprising the site; access sitedetails information for the destination site from the site detailsrepository; access routing criteria for routing the vehicle, wherein therouting criteria comprises context information relating to selecting anaccess path, the access path comprising a drivable route from a roadnetwork to one of the site locations within the destination site; selecta site location at the destination site based at least in part on therouting criteria and the site details information associated with thedestination site; and select the access path to the site location basedat least in part on the routing criteria and the site detailsinformation.
 45. The system of claim 44, wherein the routing module isfurther operable to select a gate of the destination site based at leastin part on the routing criteria and the site details information,wherein the access path comprises a drivable path between the gate andthe site location.
 46. The system of claim 45, wherein the access pathfurther comprises a set of links in the road network between the gateand a location between the starting location and the gate.
 47. Thesystem of claim 44, wherein the routing module is further operable tocalculate the route over a plurality of links on the road network fromthe starting location to the destination location, the route includingthe access path regardless of whether the access path represents alowest-cost solution for the route to the destination location.
 48. Thesystem of claim 47, wherein the routing module calculates the routebased at least in part on the routing criteria, wherein the routingcriteria further comprises selection of a cost criteria used indetermining the lowest-cost solution for the route.
 49. The system ofclaim 44, wherein the site location comprises at least one of: abuilding at the destination site, a loading dock of the building, arefrigerated loading dock of the building, a particular side of thebuilding, a trash location collection at the destination site, a parkinglocation at the destination site, a delivery entrance of the building, acustomer entrance of the building, a long-term parking location at thedestination site, an overnight parking location at the destination site,a gate, an inner gate within the site, a security station, or auser-specified location at the destination site.
 50. The system of claim44, wherein the context information comprises at least one of:preferences of the driver, a number of hours the driver has worked, anumber of hours the driver is permitted to work over a period of time, atype of the vehicle, an owner of the vehicle, an entity associated withthe vehicle fleet, characteristics of cargo carried by the vehicle,characteristics of a job to be performed by the driver, characteristicsof the vehicle, a weight of the vehicle, a size of the vehicle, livetraffic information, historical traffic information, current weather, orexpected weather.
 51. The system of claim 44, wherein the routingcriteria further comprises a time of day, an agreement with agovernmental entity with jurisdiction over the destination site, and anagreement between an entity that owns the destination site and an entitythat owns the vehicle fleet.
 52. The system of claim 44, wherein thecontext information is accessed from a number of sensors included in thevehicle.
 53. The system of claim 44, wherein the road network comprisesa plurality of links between the set of sites and excludes drivableroutes within the set of sites.